m  w 


f 


Nil 


6  .^^   %a 


^g<> 


LIBRARY   OF  THE   UNIVERSITY  OF   CUIFORNIi 


LieRARY    OF   THE   UNIVERSITY   OF   CALIFORNIA 


LIBRARY   OF   THE    UNIVERSITY 


=  X 


NIA 


LIBRARY   OF  THE   UNIVERSITY   OF   CALIFORNIA 


LIBRARY   OF  THE   UNIVERSITY   OF   CALIFORNIA 


LIBRARY   OF   THE   UNIVERSITY 


NIA 


^, 


lIBRItT   IF  IKE   UIDEISITI  OF    CHIFIRNIl 


& 


^^X)€^^ 


LIBRARY   OF  THE   UNIVERSITY   OF   CALIFORNIA 


LIBRARY   OF   THE    UNIVERSITY 


& 


^Scv; 


f^r^^  ■  >7~^^^ 


'K 


\: 


W 


% 


i 


/■y  ■•,;';-'£0f»; 


^m^ 


\ 


LIBRARY   OF  THE   UNIVEF.SITY   OF   CALIFORNU 


LIBRARY   OF   THE   UNIVERSITY   OF   CALIFORNIA 


LIBRARY   OF  THE   UNIVERSITY   OF   CALIFO 


\^ 


p^ 


^ 


^ 


I  ^^^3<^^^^ 


LIBRARY    OF   THE    UNIVERSITY   OF    CALIFORNIA 
0^ 


LIBRARY   OF  THE   UNIVERSITY   OF   CALIFORNIA 


LIBRARY    OF   THE    UNIVERSITY   OF    CAIIFO 


LIBRARY   OF   THE   UNIVERSITY   OF   GALIFOflNIA 


LIBRARY   OF  THE   UNIVERSITY  OF   CALIFORNIA 


LIBRARY   OF  THE   UNIVERSITY  OF   CALIF! 


— .      1.2 1 


A 


Digitized  by  tine  Internet  Archive 

in  2008  with  funding  from 

IVIicrosoft  Corporation 


http://www.archive.org/details/explanationssailOOapprrich 


EXPLANATIONS  AND  SAILING  DIRECTIONS 


TO  ACCOMPANY  THE 


WIND  AND  CURRENT  CHARTS, 


APPROVED   BY 

COMMODORE  CHARLES  MORRIS,, 

CHIEF   OF   THE  BUREAtT   OF   ORDNANCE   AND   HYDROGRAPHY; 
AND  PUBLISHED  BY  AUTHORITY  OF 

HON.  J.  C.  DOBBIN, 

SECRETARY  OF  THE   NAVY. 


M.  F. 


BY 


MAURY,  LL.D.,  LIEUT.  U.S.N., 


SUPERINTENDENT   OF   THE  TJ.  S.  N.    OBSERVATORY 

AND   HYDROGRAPHICAL  OFFICE, 

WASHINGTON. 


SEVENTH   EDITION— ENLARGED  AND  IMPKOVED. 


PHILADELPHIA: 

E.  C.  AND  J.  BIDDLE,  No.  8   MINOR   STREET, 

1855. 


H 


/SS'S' 


INTKODUCTION. 


The  introdu£tion  of  a  book,  tliough  the  first  in  order  to  the  reader,  is  generally  the  last  to  the  writer ; 
at  least  it  is  so  in  the  present  instance,  and  it  is  proper  to  state  the  fact  in  order  to  explain  and  apologize 
for  the  appearance  of  matter  here,  which  otherwise  would  seem  out  of  place,  as  it'  might  b.e  considered  to 
belong  more  properly  to  the  body  of  the  work.  This  work  is  the  fruit  of  common  labors.  By  concert 
and  with  the  most  commendable  spirit,  saijprs  of  all  nations  are  engaged  in  conducting  a  most  noble  and 
ennobling  system  of  philosophical  inquiry,  the  results  of  which,  so  far,  have  been  embodied  in  the  publi- 
cations of  this  office ;  and  for  them  to  hear  that  the  cause  they  have  in  hand  is  making  good  progress,  first 
in  this  part  of  the  world,  then  in  that,  is  surely  most  encouraging. 

But  before  I  go  further,  I  wish  to  announce  a  rule  of  conduct  by  which  I  have  been  guided  from  the 
commencement  of  this  work,  and  by  which  I  mean  to  be  guided  to  the  end ;  for  not  only  has  experience 
proved  it  wise,  but  it  is  in  principle  so  good  that  to  it  I  attribute  much  of  the  success  which  has  attended 
these  labors.  This  rule  has  been  to  keep  the  mind  unbiassed  by  theories  and  speculations ;  never  to  have 
any  wish  that  an  investigation  would  result  in  favor  of  this  view,  in  preference  to  that,  and  never  to 
attempt  by  premature  speculation  to  anticipate  the  results  of  investigation,  but  always  to  trust  to  the 
observations. 

After  tliese-  have  been  discussed,  until  the  phenomena  they  conceal  have  been  sufiiciently  developed, 
or  developed  as  far  as  the  materials  on  hand  were  capable  of  developing  them,  then,  and  not  till  then,  has 
an  explanation  been  sought.  The  plan  has  been  first  the  fact,  and  then  the  cause ;  •  and  in  seeking  to 
account  for  any  one  fact,  though  several  explanations  may  present  themselves,  that  one  is  preferred  which, 
besides  satisfying  the  case  in  hand,  will  serve  also  to  explain  the  greatest  number  of  other  known  facts. 
And  even  then,  sucb  explanation  is  offered  only  in  place  of  a  better,  and  it  is  held  only  until  another, 
come  whence  it  may,  is  presented,  which  will  reconcile  equally  as  well  a  still  greater  number  of  facts.  In 
truth,  these  investigations  have  been  strict  investigations  for  facts,  with  the  full  conviction  that  facts,  when 
grouped  together  in  sufficient  numbers,  and  catechized  with  reverence,  will  themselves  reveal  their  cause, 
or  place  in  our  hands  the  clew  to  such  explanation  as  man  is  permitted  to  comprehend.  *" 

In  some  cases,  hypothesis  is  not  only  wholesome  in  its  bearings,  but  necessary  to  progress.  When 
I  have  deemed  such  to  be  the  case,  I  have  felt  it  my  duty  to  oifer  hypothesis.    But  whenever,  in  this 


iy  '  IKTEODUCTION. 

work,  I  have  ventured  an  hypothesis,  it  has  been  for  the  purpose  of  stimulating  observers  or  thinkers, 

expecting  thus  to  make  a  step  towards  some  hidden  truth,  by  proving  the  hypothesis  wrong,  or  by  proving 

it  right,  for  in  either  case  there  is  generally  a  triumph  and  a  step  gained.     That  such  will  be  the  spirit 

among  those  who,  in  foreign  countries,  are  about  to  participate  with  me  in  thVJabors  of  discussion,  I  feel 

confident  when  I  consider  the  character  of  the  men  and  institutions  em^l'oy^dyi  such  as  the  Koyal  Academy 

of  Sciences  in  Sweden,  such  as  Beechey  and  Fitzroy  and  Playfair  in  England,  Ballot  and  Jansen  and  Tan 

Galen  in  Holland,  Wrangell  and  Gorkovenko  in  Eussia,  and  Pegado  in  Portugal.     And  that  such  has 

••  •  •        # 

been  the  spirit  presiding  over  this  beEiutiful'  system  of  investigation,  I  hope  the  pages  of  these  Sailing 

■Birections,  and  the  face  of  the*" "Wind  and  Current  Charts"  themselves  have  shown.     The  facts  they 

.  •  •  *  *  ,        • 

contain  I. believe  to  be  true  and'faithful  results  of  yvhat  the  log-books  contain,  and  so  believing  I  will 'not 
yield  them,  for  any  others,  unless  these  others  'be  derived  from  .a  greater  •number  of  observations,  from 
more  faithfully  keptrabstract  logs,  or  from  some  more  thorough  systeni  of  investigation.  But  as  for 
theory,  if  I  have  anywhere  carried  theory  where  the  scaffolding  of  abstract  logs  and  pertinent  facts  is  not 
sufficient  to  support  me,  I  am,  as  I  have  been  and  hope  to  be,  most  happy' to  see  sound  opinion  take  its  place. 

I  reverence  truth,  and  know  that  this  work  which  I  have  so  much  at  heart,  and  which  has  cost  me  so 
many  hours  of  precious  time,  will  stand,  prosper  and  flourish  only  as  I  am  right  and  it  is  true.  Such  are 
the  principles  which  have  guided  me- in  its  progress,  and  to  the  observance  of  which  I  attribute  whatever 
of  success  or  of  good,  has  been  awarded  to  it. 

An  account  of  the  progress  made  with  the  Winds  and  Currents  of  the  Sea,  up  to  the  time  of  putting 
this  volume  to  press,  is  contained  in  the  body  of  the  work,  and  I  have  thought  well  to  avail  myself  of 
the  privileges  of  the  introduction,  to  report  the  progress  since  made,  and  to  review,  plans  and  prospects  for 
the  future.  This  review  shall  be  neither  long  nor  tedious;  and,  to  be  properly  understood,  it  should  not  be 
read  until  the  contents  of  the  book  have  been  examined. 

The  demand  for  the  fruits  of  our  labor  is  continually  on  the  increase ;  140^000  sheets  of  the  Wind 
and  Current  Charts  have  been  distributed ;  and  the  three  thousand  copies  of  the  6th  edition  of  Sailing 
Directions  that  were  published  a  little  more  than  a  year  ago,  have  been  exhausted.  The  work  has  met 
with  favor  in  all  parts  of  the  commercial  world;  The  most  experienced  seamen,  the  ablest  navigators,  the 
wisest  philosophers,  and  the  greatest  statesmen,  and  the  most  powerful  nations,  have  given  it  not  only 
their  approval,  but  they  have  lent  it  their  aid,  and  given  it  encouragement  also. 

It  has  already  been  stated,  that  all  nations  that  may  be  called  maritime,  except  France,  are  co-operating 
with  us  through  their  navies  and  merchantmen,  ia  making  the  required  observations  and  keeping  the 
abstract  log,  and  that  some  of  these— as  Spain,  Portugal,  and  Holland,  England  and  Denmark,  Norway 
and  Sweden— have  gone  further,  and  provided  for  a  discussion  of  the  sea  journals  returned  from  their 
shipping,  and  for  the  contribution  to  the  general  stock  of  the  results  that  may  be  obtained  therefrom. 
But  pp.  211-12,  which  contain  that  statement,  went  to  press  more  than  a  month  ago  ;  and  since  they  were 
written,  accounts  of  what  is  in  progress  elsewhere  have  been  received,  and  it  is  a  most  encouraging 
circumstance  to  find  that  our  labors  have  enlisted  for  their  further  prosecution,  not  only  the  active 


INTRODUCTION^  "  V 

co-operation  of  governments,  fleets,  and  navies,  but  that  they  have  on  their  side  the  sympathies  of  com- 
munities and  humane  individuals  also. 

In  addition  to  the  account  already  given  as  to  the  progress  which  the  Wind  and  Current  Chart  cause 
is  nlaking  abroad,  I  now  haVe'the  gratification  of  stating  that  Prussia  entertains  the  idea  of  establishing  a 
Hydrographical  Office,  for  the, pdrpo^e  of  entering  the  field  of  discussion  as  well  as  that  df  observation; 
that  Eussia  is  about  to  do  the  same,  Wth  Baron  Wrangell  at  the  head  of  it,  which  is  a  sure  guarantee  to 
the  nautical  world  that  it  will  be  well  ^  and  ably  conducted.  With  the  assistance  of  Captain  Gorkovenko, 
the  same  who.represenied  Eussia  in  the  Brussels  Conference,  that  distinguished  admiral  is  now  engaged  in 
translating  from  this  work,*and  rendering  it,  with  the  formula  of  the  E(bstract'  log^itito  Eusslan,  for  the  use 
of  the  imperial  marine.         •  .  ■  . .  .  .       "        .     . 

The  Holy  See  has  established  a  dpco'fation  for  the  seamen  of  the  TapoA.  states,  which  can  .be  reached 
only  by  keeping  the  abstract  log"  of  the  Brussels  Conference ;  and  a  society  has  'beed  established  for  the 
encouragement  of  nautical  science  in  Ihat  country.*  ^ 


*  KOTICE. 

Translation. 

"  Pontifical  Govkekmsnt, 

Ministry  of  Commerce  and  Public  Works. 

"Among  the  subjects  which  have  always  received  the  attention  and  care  of  the  Pontifical  Government,  not  the  least  has  been  that  of 
the  Mercantile  Marine,  and  wishing  to  encourage,  as  much  as  possible,  those  who,  by  their  industry,  their  courage,  and  their  conduct, 
shall  contribute  to  the  increase  and  development  of  this  marine,  the  council  of  ministers  having  proposed  and  received  the  special 
sanction  of  His  Holiness,  do  an-ange  and  decree  as  follows : — 

Art.  1.  Honorary  distinctions  shall  henceforth  be  accorded  to  such  captains  of  armed  or  mercantile  ships  of  the  Pontificate  as  shall 
have  merited  well  of  their  State  and  Sovereign. 

Akt.  2.  Every  Pontifical  subject  who,  on  his  own  account,  shall  ship,  in  quantities  of  not  less  than  300  tons  per  vessel,  a  thousand 
or  more  tons  of  merchandise,  in  vessels  entirely  equipped  and  constructed  in  the  dock-yards  of  the  State,  according  to  the  law  of  Dec.  10, 
1825,  shall,  besides  the  reward  of  construction,  be  entitled  to  an  honorary  distinction  by  the  Pontifical  Government. 

Abt.  3.  Two  flags,  or  honorary  distinctions,  are  instituted ;  one  of  the  first,  the  other  of  the  second  class,  to  be  given  to  those 
captains  who,  legally  qualified  for  the  gran  corso  o  lungo  corso,  shall  make  distant  voyages. 

Abt.  4.  The  form  of  these  flags  shall  be  the  folio  wing:— 

Those  of  the  first  class  shall  be  yellow  and  white — the  yellow  being  nearest  the  staff — turned  up  with  a  red  band,  and  in  the  middle 
the  full  length  figures  of  the  Holy  Apostles  Peter  and  Paul. 

Those  of  the  second  class  shall  be  all  white,  turned  up  with  a  yellow  band,  and  in  the  middle  the  full  length  figures  of  the  Holy 
Apostles  Peter  and  Paul. 

Akt.  5.  The  dimensions  of  the  flags  shall  be  regulated  by  the  size  and'quality  of  the  ship  ;  but  their  length  shall  be  once  and  a  half 
times,  and  the  border  one-sixth  of  their  breadth. 

Art.  6.  These  flags,  or  honorary  distinctions,  shall  be  hoisted  at  the  mast-head  by  the  captains  to  whrai  they  are  given ;  those  of 
the  first  class  at  the  head  of  the  mainmast,  and  those  of  the  second  class,  at  the  head  of  the  mizzen.  But  neither  of  these  flags  shall  be 
hoisted  without,  at  the  same  time,  hoisting  the  flag  of  the  State  at  the  peak,  in  accordance  with  the  law  of  Sept.  17,  1825. 

Art.  7.  In  order  to  obtain  the  honor  of  these  flags,  the  sea  captains  of  the  Pontificate  must  prove,  from  documents  of  the  proper 
authorities  of  the  State,  or  its  representatives  abroad,  or,  in  their  absence,  of  those  of  friendly  powers,  that  they  have  made,  in  ships 
registered  in  the  Pontifical  State  and  duly  qualified  for  "il  lungo  corso  e  il  gran  corso,"  a  given  number  of  voyages  to  foreign  ports, 
leaving  the  Pontifical  ports  with  merchandise  of  the  State,  and  returning  with  foreign  merchandise. 

It  is  also  required  of  captains  who  shall  wish  to  obtain  the  said  distinctions,  either  of  the  first  or  second  class,  that  tliey  shall  keep, 
especially  in  voyages  out  of  the  Straits  of  Gibraltar,  a  meteorological  journal,  with  observations  made  daily  at  four  o'clock  in  the  mom- 


VI  INTEOD0CTION. 

The  solid  men  of  Eotterdam  invited  one  of  their  number,  Dr.  Van  Galen,  well  known  in  the  scientific 
world,  to  deliver  lectures  for  the  information  of  seamen,  upon  the  object  of  the  Wind  and  Current  Charts. 
The  course  embodied  so  much  useful  information,  that  the  merchants  and  ship-owners  of  that  commercial 
city  caused  it  to  be  published  and  gratuitously  circulated  for  the  better  information  of  Dutch  seamen.  And 
thus  the  services  of  many  valuable  observers  have  been  obtained — for  the  Dutch  navigators  are  skilful  and 
faithful  observers.  ^  .... 

More  recently,  one  of  these  lectures  has  been  translated,  expanded,  and  beautifully  illustrated  with 
plates,  by  Mrs.  Janet  Taylor,  lO-i  Minories,  London.  It  is  intended  to  interest  British  sailors,  and  to 
enlist  their  co-operation  by  making  them  acquainted  with  the  subject,  the  object  in  view,  the  results 
obtained,  the  promise  of  more,  and  the  plan  of  operations. 


ing,  at  noon,  and  at  eight  in  the  evening.  The  Minister  of  Commerce  will,  through  the  Board  of  Health  and  Police,  in  the  ports  of 
Ancona  and  Civita  Vecchia,  furnish  gratuitously  to  shipmasters  undertaking  such  voyages,  the  form  of  the  journal,  with  requisite  printed 
instructions  for  its  compilation.  At  the  return  of  the  ship  to  the  port  whence  it  started,  the  officials  of  the  port  shall,  without  delay, 
receive  back  the  original  of  this  journal,  signed  by  the  captain  and  his  secretary,  whence  it  shall  be  forthwith  transmitted  to  the  said 
minister  for  its  proper  use. 

Art.  8.  The  foreign  ports  to  which  the  captains  may  sail  in  order  to  obtain  the  flags,  are  classified  into  the  following  four  cate- 
gories:— 

1.  Ports  of  the  Black  Sea. 

2.  Ports  of  Spain,  France,  Belgium,  IloUandrand  English  seaports,  ports  of  the  Baltic,  and  African  seaports,  as  far  as  the  Cape  of 
Good  Hope. 

3.  Atlantic  seaports  of  North  and  South  America,  and  ports  of  the  Arctic  Ocean. 

4.  Ports  of  India  and  the  Great  Southern  Ocean. 

*  Akt.  9.  The  honor  of  the  flags  shall  be  awarded  with  a  certificate  from  the  Minister  of  Commerce,  when  the  following  voyages  shall 
be  proved  to  have  been  made  according  to  Art.  7  : — - 

To  obtain  that  of  the  first  class — 

Either  one  voyage  of  the  fourth  category,  or  three  of  the  tliird,  or  five  of  the  second; 

To  obtain  that  of  the  second  class — 

Either  one  voyage  of  the  third  category,  or  two  of  the  second,  or  four  of  the  first. 

Art.  10.  To  any  merchant  captain  who  shall  have  made  four  voyages  of  the  third  category,  or  two  of  the  fourth,  according  to  Art.  8, 
besides  the  flag  of  honor  of  the  first  class,  shall  be  given  the  right  to  wear  the  official  uniform  of  the  navy  of  the  Pontificate,  with  the 
rank  of  honorary  lieutenant.  * 

Art.  11.  When  a  vessel,  carrying  one  of  these  flags  of  honor,  approaches  a  Pontifical  port,  it  shall  be  saluted  by  the  port-ship  by 
hoisting  the  Pontifical  flag  at  the  head  of  the  mainmast,  or  mizzen,  according  to  the  class  to  which  the  flag  of  honor  belongs.  If,  also, 
the  captain  of  the  ship  shall  have  the  rank  of  lieutenant  in  the  navy,  he  shall  receive,  in  addition,  the  salute  of  three  guns. 

Art.  12.  In  cases  of  extraordinary  voyages,  or  those  not  contemplated  above  ;  or  of  very  honorable  actions  performed  by  captains, 
which  shall  redound  to  the  honor  of  the  service  and  the  glory  of  the  Pontifical  flag,  the  Government  reserves  the  reward  of  these  for  special 
action.  . 

Art.  13.  The  present  arrangements  shall  not  apjly  to  voyages  now  in  progress,  or  those  anterior  to  the  date  of  this  notification. 

Art.  14.  The  Board  of  Health  and  Police  of  the  ports  of  Ancona  and  Civita  Vecchia,  and  the  Consular  Pontifical  representatives 
abroad,  are  charged  with  the  execution  of  these  arrangements,  each  for  the  part  which  appertains  to  him. 

Given  at  Rome,  from  the  Ministry  of  Commerce  and  Public  Works,  January  8,  1855. 

The  Minister, 

G.  MILESI." 


INTRODUCTION. 


VH 


la  this  connection,  the  following  statement  is  interesting;  it  shows  the  estimated  number  of  vessels 
and  amount  of  tonnage  belonging  to  the  various  States  of  Christendom:  — 


THAT  ARE   CO-OPERATING. 

VESSELS.  TONNAGE. 


THAT   ARE  NOT   CO-OPERATING. 

VESSELS.  TOSSAOE. 


England    . 

36,000 

5,100,000 

France 

14,400 

720,000 

United  States*  . 

.    25,000 

4,803,000  ' 

Tuscany  and  Naples 

8,000 

270,000 

Eussia 

800 

240,000    ■ 

Greece       . 

4,000 

265,000 

Sweden  and  Norway- 

2,100 

550,000 

German  Principalities 

■    700 

75,000 

Denmark 

4,000 
2,100 

200,000 
460,000 

Sandwich  Islands,  &c. 

600 

70,000 

Holland    . 

27,700 

1,400,000 

Belgium    . 

150 

36,000     ' 

Prussia      . 

2,000 

370,000 

Hamburg 

2,400 

220,000 

Bremen    . 

500 

160,000' 

Portugal   . 

■    800 

90,000 

Spain 

8,000 

380,000 

Sardinia    . 

4,200 

150,000 

Papal  States 

4,000 

120,000 

Austria     . 

7,600 

324,000 

Brazil 

1,700 

75,000 

Chili 

200 

25,000 

Peru 

250 

80,000 

' 

101,800        13,333,000 

This  estimate  includes  coasters,  fishing-smacks,  river  craft,  and  vessels  of  all  sorts  that  the  government 
takes  cognizance  of.  Of  this  grand  total  of  129,500  vessels  and  14,733,000  tons,  the  nations  to  which  very 
nearly  nine-tenths  of  the  tonnage  belongs  have  already  joined  hands,  and  are  co-operating  with  us  in 
collecting  materials  for  the  further  prosecution  of  these  researches.  These  vessels  employ  not  less  than  a 
million  of  men  and  boys.  Perhaps  not  more  than  one-tenth  of  the  vessels  are  engaged  in  foreign  trade,  or 
perform  voyages  during  which  observations  useful  to  us  might  be  made ;  and,  of  this  tenth,  perhaps  not 
more  than  one-half  are  capable  of  contributing.  Nevertheless,  after  allowing  for  these  deductions,  the  size 
of  the  fleets  that  will  probably  be  engaged  in  this  work,  in  the  course  of  a  few  years,  .is  imposing.  It  is 
the  largest  fleet  that  has  ever  been  seen  to  act  in  concert,  for  any  purpose  whatever,  since  the  world  began. 

Thus,  all  who  have  lent  a  hand  in  bringing  these  investigations  to  their  present  state,  have  cause  for 
mutual  congratulation,  for  the  work  goes  bravelyon ;  and  friends  to  encourage  by  precept,  or  to  help  with 


*  The  number  of  vessels  belonging  to  the  United  States  is  estimated.     The  tonnage  is  according  to  official  documents. 


VI 11  INTRODUCTION'. 

contributions,  are  springing  up  in  all  parts  of  the  world.  But,  in  reviewing  our  labors,  our  object  is  not 
to  boast  or  to  rejoice,  it  is  to  gather  strength  to  do  more  and  to  do  it  better;  for  the  eyes  of  good  men  are 
upon  us. 

TVe  are  investigating  the  laws  of  the  atmosphere.  It  covers  the  land  as  well  as  the  sea.  It  is  a  whole, 
and  for  its  influences  to  be  rightly  understood  it  must  be  treated  as  a  whole :  for  it  would  be  quite  as 
reasonable  to  expect,  by  observing  the  currents  of  the  Mediterranean^  to  gain  a  complete  knowledge  of 
those  of  the  whole  ocean,  as  it  is  to  expect,  by  observing  the  winds  at  sea,  to  understand  the  movements 
of  the  whole  atmosphere. 

Often,  in  the  course  of  these  investigations,  I  have  been  compelled  to  give  up  a  most  interesting 
inquiry,  because  the  observations  that  relate  to  it  do  not  extend  beyond  the  sea.  I  find,  for  instance,  in  the 
abstract  logs,  some  phenomenon  or  another  recorded  which  I  am  induced  to  trace  to  its  genesis.  I  follow 
it  up,  trace  it  from  the  sea  to  the  land,  and  there,  having  it  almost  within  my  grasp,  yet  have  to  let  it  escape 
for  the  want  of  corresponding  observations.  This  ought  not  to  be.  Agricultural  and  sanitary  meteorology 
is  as  important  as  nautical.  Farmers  and  invalids  are ,  quite  as  much  interested  in  the  development  of 
meteorological  facts  on  the  land,  as  merchants  and  sailors  are  on  the  sea.  The  farmers  and  the  savans  of 
the  shore  are  therefore  appealed  to,  to  come  up,  join  forces,  and  do  for  the  land  what  seamen  and  shipping 
merchants  have  done  for  the  sea. 

The  investigations  for  the  land  may  be  carried  on  in  a  way  quite  as  unexpensive  as  those  for  the  sea; 
but  it  is  as  necessary  in  one  case  as  the  other,  that  governments  should  lead.  The  states  of  Christendom 
were  invited  to  a  conference  upon  the  subject  of  a  uniforni  system  of  observations  at  sea.  After  three  weeks 
of  free  discussion  and  deliberation,  a  system  was  agreed  upon;  and  nations  owning  nine-tenths  of  all  the 
shipping  in  the  world  are  now,  through  their  navies  and  the  voluntary  co-operation  of  their  merchantmen, 
engaged  in  carrying  out  that  system;  the  governments  simply  undertaking  the  office  expenses  incident  to 
the  discussion  and  publication  of  the  observations  that  are  thus  gratuitously  made. 

There  are  public-spirited  men  ashore,  and  amateur  meteorologists  on  the  land  in  all  countries,  who,  I 
am  assured,  would  be  most  happy,  at  their  own  expense,  to  equip  their  meteorological  observatories  with  the 
requisite  instruments,  and  to  observe  according  to  a  prescribed  and  uniform  plan,  provided  the  government 
would  agree  to  have  the  observations  so  made  compared,  discussed,  and  published,  for  the  benefit  of  the 
world.  Every  nation  has  already,  and  upon  a  scale  more  or  less  extensive,  its; owa  meteorological  observa- 
tories on  the  shore ;  they  have  also  an  office  in  which  the  observations  are  treated  with  more  or  less  care, 
and  published  in  some  shape  or  another.  So  that,  different  from  the  system  at  sea,  the  nuclei  for  the 
observations  on  the  land,  their  treatment  a,nd  publication,  are  already  established ;  and  to  cover  both  sea 
and  land  with  observers  and  to  make. the  plan  universal,  but  little  now  is  wanting  save  that  spirit  of  good 
will  and  co-operation  for  the  land  which  has  been  found  so  beneficial  and  admirable  for  the  sea. 

The  Lords'  Committee  of  the  Privy  Councilfor  Trade,  in  England,  appreciating  the  importance  of  the 
subject,  addressed,  last  summer,  a  letter  to  the  President  and  Council  of  the  Koyal  Society,  requesting  their 
views.  I  give  the  correspondence  as  far  as  I  am  enabled  to  do,  regretting  that  I  have  not  the  replies  of 
MM.  Quetelet,  Erman,  ITeis,  and  Kriel  to  include  in  it,  as  well  as  my  own. 


INTRODUCTION.  IX 


EoYAL  Society's  Apartments,  Somerset  House, 

London,  June  19,  1854. 
Sir  :  I  have  the  honor  to  inclose  a  letter  which  has  been  received  by  the  President  and  Council  of  the 
Koyal  Society  of  London,  announcing  the  intention  of  the  British  Government  to  institute  an  office  for  the 
discussion  of  the  observations  on  meteorology  to  be  made  at  sea  in  all  parts  of  the  globe  by  British  vessels 
in  conformity  with  the  recommendation  of  the  Conference  held  at  Brussels  last  year,  and  requesting  the 
opinion  of  the  Koyal  Society  as  to  the  expediency  of  giving  such  an  extension  to  the  system  of  meteoro- 
logical observations  as  may  cause  it  to  include  in  addition  to  the  information  required  for  the  purposes  of 
navigation,  such  scientific  desiderata  as  may  be  decided  best  calculated  for  the  investigation  and  establish- 
ment of  great  atmospheric  and  oceanic  laws,  and  may  be  obtainable  by  observation  either  on  land  or  at  sea. 
The  inquiry  thus  opened  being  one  of  general  concernment,  the  President  and  Council  of  the  Royal 
Society,  before  they  make  their  reply,  are  desirous  of  obtaining  the  opinion  of  those  amongst  their  foreign 
members,  who  are  known  as  distinguished  cultivators  of  meteorological  science,  as  well  as  of  others  in 
foreign  countries,  who  either  hold  offices  connected  with  the  advancement  of  meteorology,  or  have  devoted 
themselves  to  this  branch  of  science  and  may  thus  be  consulted  with  advantage. 

In  addressing  this  letter  to  you,  Sir,  I  have  therefore  to  express  the  gratification  with  which  the  Eoyal 
Society  will  receive  a  communication  from  you ;  and  to  assure  you  that  the  fullest  consideration  will  be 
given  to  the  opinions  or  suggestions  with  which  you  may  be  pleased  to  favor  them. 

I  have  the  honor  to  be,  sir, 

Your  obedient  servant, 

(Signed)  EOSSE. 

P.  S.  In  addressing  your  reply,  be  pleased  to  write  "meteorology"  in  the  corner  of  the  direction. 
The  English  language  need  not  be  used  unless  perfectly  agreeable  to  yourself. 

To  Lieut.  Maury,  U.  S.  N. 


Office  of  Committee  of  Privy  Council  for  Trade, 

Marine  Department,  June  3,  1854. 
Sir  :  I  am  directed  by  the  Lords  of  the  Committee  of  the  Privy  Council  for  trade,  to  acquaint  you  that 
with  the  concurrence  of  the  Lords  Commissioners  of  the  Treasury,  my  Lords  have  determined  to  submit 
to  Parliament  an  estimate  for  an  office  for  the  discussion  of  the  observations  on  meteorology  which  it  is 
proposed  shall  be  made  at  sea,  in  all  parts  of  the  globe,  in  conformity  with  the  recommendation. of  the 
Conference  held  at  Brussels  last  year,  and  they  are  about  to  construct  a  set  of  forms  for  the  use  of  that  office, 
in  which  it  is  proposed  to  publish  from  time  to  time  and  to  circulate  such  statistical  results  as  may  be 
considered  most  desirable  by  men  learned  in  the  science  of  meteorology,  in  addition  to  such  other  informa- 
tion, as  may  be  required  for  the  purposes  of  navigation. 


X  INTRODUCTION". 

Before  doing  so,  however,  they  are  desirous  of  having  the  opinion  of  the  Eoyal  Society  as  to  what  are 
the  great  desiderata  in  meteorology,  and  as  to  what  forms  that  Society  consider  the  best  calculated  to 
exhibit  the  great  atmospheric  laws,  which  it  may  be  deemed  most  desirable  to  develop. 

I  herewith  inclose  a  form  of  log  (this  is  in  the  Eeport  of  the  Brussels  Conference)  which  will  contain 
all  that  it  is  proposed  to  execute  at  sea,  but  it  may  possibly  happen  that  observations  on  land,  upon  an 
extended  scale,  may  hereafter  be  made  and  discussed  in  the  same  office;  and  in  framing  your  reply,  it  is 
desirable  that  such  a  contingency  should  be  borne  in  mind  and  provided  for. 

I  am,  sir. 
Your  obedient  servant. 

To  the  Secretary  of  the  Royal  Society.  (Signed)      JAMES  BOOTH. 


National  Observatory, 

Washington,  July  27,  1854. 
To  THE  Honorable  Lord  Kosse, 

President  of  the  Boyal  Society,  London. 

My  Lord  :  I  have  had  the  honor  to  receive  your  Lordship's  communication  of  the  19th  June,  1854, 
covering  a  copy  of  one  of  the  3d  June,  1854,  made  by  command  of  the  Lords  of  the  Committee  of  Privy 
Council  for  Trade,  to  the  Eoyal  Society,  concerning  meteorological  observations  by  sea  and  land. 

The  British  Government  having  determined  to  institute  an  office  for  the  discussion  of  observations  to 
be  made  in  conformity  with  the  recommendations  of  the  Maritime  Conference  of  Brussels,  solicits  the 
opinion  of  the  President  and  Council  of  the  Eoyal  Society,  as  to  the  expediency  of  enlarging  the  plan  so 
as  to  include  such  scientific  desiderata  as  may  be  deemed  best  calculated  for  the  investigation  and  esta- 
blishment of  great  atmospherical  and  oceanic  laws,  and  which  may  be  obtained  by  observations  either  on 
land  or  at  sea. 

Before  expressing  their  views  in  reply,  the  President  and  Council  of  the  Eoyal  Society  desire  to  obtain 
the  opinion,  among  others,  of  those  in  foreign  countries,  who  either  hold  offices  connected  with  meteorolo- 
gical research,  or  who  have  devoted  themselves  to  this  branch  of  science. 

In  furtherance  of  this  desire,  your  Lordship  has  done  me  the  honor  to  address  the  communication 
aforesaid.  I  think  my  opinion  is  scarcely  worth  the  having,  though  as  the  President  and  Council  of  the 
Eoyal  Society  are  pleased  to  think  differently,  I  do  not  feel  myself  quite  at  liberty  to  set  the  example  of 
withholding  small  mites. 

In  my  judgment,  the  best  plan  of  procedure  for  procuring  such  expansion  for  the  system  of  meteoro- 
logical observations  as  will  include  the  desiderata  indicated,  is,  to  carry  out  the  idea  of  a  universal  system 
of  meteorological  observations,  which  formed  the  subject  of  correspondence  between  the  Governments  of 
Great  Britain  and  America  in  1851. 

The  Brussels  Conference  recommended  a  mode  for  carrying  out  this  system  in  so  far  as  it  relates  to 


INTRODUCTION.  XI 

the  sea.  No  less  than  twelve  nations  have  approved  these  recommendations,  and  have  signified  their 
intentions  of  carrying  them  out  through  the  instrumentality  of  their  naval  and  mercantile  marine. 

By  referring  to  the  detail  of  the  plan  of  the  Brussels  Conference,  it  will  be  perceived  that  it  is  some- 
what in  the  nature  of  a  compact.  In  carrying  out  this  plan,  much  is  expected  of  the  merchant  service. 
We  look  to  this  branch  for  a  large  and  valuable  corps  of  observers;  and  to  the  merchantmen,  the  plan 
especially  in  this  country  is  recommendatory,  for  the  government  has  no  power  to  require  services  of  the 
kind  from  American  or  other  shipmasters.  The  American  Government,  therefore,  has  caused  it  to  be 
proclaimed,  that  it  will  grant  certain  works  to  the  intelligent  shipmasters  of  any  country,  who  will  render 
abstract  logs  according  to  a  prescribed  formula.*  Merchant-service  observers  are  invited  to  give  more 
than  this  formula  requires ;  but  to  demand  more  might,  under  present  circumstances,  be  considered  not 
altogether  fair. 

This  is  one  reason  why  the  recommendations  of  the  Brussels  Conference  should  be  adhered  to  at  least 
for  the  present,  but  there  is  another. 

Nations  owning  more  than  nine-tenths  of  all  the  shipping  in  the  world  have  come  into  this  plan. 
Arrangements  for  carrying  it  out  have  either  just  been  made,  or  are  in  progress,  and  I  should  tremble 
with  apprehension  were  the  idea  to  get  abroad  that  this  plan  is  to  be  changed,  or  that  a  proposition  was 
seriously  entertained  at  this  early  day  for  altering  or  amending  it,  or  for  materially  interfering  in  any 
manner  whatever  with  the  arrangements  which  are  in  progress  for  carrying  it  out. 

The  plan  proposed  by  the  Maritime  Conference  of  Brussels  may  be  faulty,  it  no  doubt  is.  My 
reluctance  to  any  alterations,  my  opposition  to  any  material  amendment  to  it  whatever,  does  not  grow  out 
of  any  idea  that  I  may  entertain  as  to  its  completeness  of  purpose,  or  its  perfection,  but  from  the  fact  that 
with  it  we  have  on  hand  a  grand  experiment ;  it  is  an  attempt  to  bring  the  sea,  by  means  of  machinery 
already  at  work,  regularly  within  the  domains  of  systematic  and  scientific  research ;  to  change  without 
cost  the  common  implements  of  navigation  into  philosophical  instruments,  and  to  convert  the  ships,  for 
the  safety  of  which  these  instruments  are  employed,  into  so  many  floating  observatories  all  co-operating 
together  for  the  advancement  of  science  and  the  good  of  mankind. 

After  this  plan  has  been  tried,  after  we  shall  have  had  an  opportunity  of  ascertaining  by  actual  trial 
the  degree  of  skill  possessed  or  attainable  by  such  a  corps  of  observers,  and  after  experience  shall  have 
afforded  us  the  benefit  of  its  lights  as  to  the  workings  of  this  scheme,  then  no  one  will  be  more  ready  than 
myself  to  profit  by  these  lights,  and  to  go  into  another  conference  for  amendments  and  improvements. 

I  take  it  for  granted,  therefore,  that  the  points  of  inquiry  now  presented,  do  not  involve  any  question 
that  relates  to  any  alteration  or  amendment  in  the  plan  of  the  Brussels  Conference  \at  present]. 

The  subjects  upon  which  opinions  are  invited  relate,  according  to  my  view,  to  concert  of  action  among 


«  Vide  a  letter  from  Secretary  of  the  Navy,  Deo.  6,  1851,  page  11  of  pamphlet,  on  the  establishment  of  a  system  of  meteorological 
observatioDS  by  land  and  sea. 


^U  INTRODUCTION 

meteorologists  and  meteorological  observers  on  the  land,  as  to  how  far  they  may  assist  in  carrying  out  tliis 
plan,  while  at  the  same  time  the  field  may  be  enlarged  so  as  to  include  observations  on  the  sea  also. 

This  would  make  the  plan  complete,  and  an  inquiry  like  this,  having  for  its  object  the  establishment 
of  great  atmospherical  and  oceanic  laws,  being,  as  the  President  and  Council  remark  "  of  general  concern- 
±ient,"  ought  to  be  undertaken  under  governmental  auspices,  for  I  conceive  that  neither  individual 
enterprise,  nor  the  activity  of  societies,  can  do  much  more  than  accomplish  specialities  in  so  great  a  field 
as  the  atmosphere. 

It  ia  a  whole ;  as  a  whole  its  workings  and  its  laws  should  be  investigated,  and  as  a  whole  it  should 
be  -occupied  with  observers  and  treated  by  computers. 

Therefore,  I  am  among  those  who  advocate  another  meteorological  Congress,  for  the  purpose  of 
arranging  forms  for  observers  and  recommending  a  plan  for  co-operation  on  the  land.  In  my  judgment, 
co-operation,  to  the  extent  desired,  is  only  obtainable  by  bringing  meteorologists  together  for  mutual 
consultation  and  advice,  with  the  assurance  that  should  their  counsels  be  judged  practicable,  enlightened 
nations  stand  ready  to  adopt  and  carry  them  out. 

This  Congress  should,  I  conceive,  be  international ;  that  is,  the  members  of  it  should  be  appointed  by 
those  governments  that  may  be  disposed  to  lend  their  co-operation  or  their  countenance,  to  a  scheme  so 
rich  with  the  promise  of  universal  good. 

Men  have  entered  this  field  single  handed,  and  gathered  laurels  in  abundance ;  but  they  with  their 
labors  have  satisfied  us  that,  though  there  still  remains  a  harvest  rich  and  plenteous,  they  are  not,  after 
reaping  it  and  gathering  it  together,  equal  also  to  the  task  of  threshing  it ;  for  with  such  gleanings  it 
requires  patient  labor  to  separate  the  wheat  from  the  chaff.  For  such  a  field  and  harvest,  multitudes  of 
laborers  are  wanted;  they  are  wanted  in  numbers  that  will  not  come  at  the  call  of  individuals  or  societies, 
however  wise  and  excellent,  but  only  at  the  call  of  nations.  Indeed,  it  is  not  so  difiicult  to  procure 
meteorological  observations,  as  it  is  to  have  them  properly  discussed  and  published. 

Wherever  the  English  language  is  spoken,  wherever  Christian  churches  have  their  missionaries,  and 
science  its  followers,  there  are  to  be  found  laborers  ready  to  enter  this  field, 

"Man  by  nature  is  a  meteorologist,"  but  no  man  likes  to  labor  in  vain;  and  when  men  are  invited  to 
enter  this  field  as  recording  observers,  to  whom,  or  to  what  ofiice  shall  each  one  be  directed  to  send  his 
observations,  that  they  may  be  prepared  and  discussed  for  use ;  so  that  none  shall  have  labored  in  vain  ? 

Almost  every  government  among  the  states  of  Christendom  has  already  established  its  system  of 
meteorological  observations,  and  has  also  provided  to  a  greater  or  less  extent  for  their  publication.  These 
observations  are  made  for  the  most  part  at  hospitals,  military  posts,  and  public  institutions  and  establish- 
ments of  various  kinds.  Many  of  them  are  well  furnished  with  self-registering  instruments.  They 
therefore  constitute  what,  in  the  proposed  plan,  may  be  called  government  establishments.  They  occupy 
on  the  land  the  place  which,  in  the  Brussels  plan,  the  man-of-war  occupies  on  the  sea,  where  the  most 
complete  meteorological  journals  may  be  kept. 


INTRODUCTION.  XIB 

Many  private  observatories  are,  like  many  merchant  ships,  equally  well  fitted  and  found,  and  ready  to 
undertake  a  series  of  observations  according  to  the  most  elaborate  formula  that  may  be  thought  desirable. 
But  the  great  body  of  laborers  on  the  land,  like  the  great  majority  of  co-operators  at  sea,  will  be  observers 
only  of  the  minimum  order.  Many  of  these  will  be  prepared  to  furnish  such  data  alone  as  the  eye, 
assisted  by  the  thermometer  and  judgment,  may  gather.  But  even  such  observations— especially  in .  a 
comprehensive  system,  one  object  of  which  is  to  develop  the  great  laws  and  plan  of  atmospherical  circula- 
tion— will  be  far  from  useless  ;  for  the  value  of  such  will  be  greatly  enhanced  by  geographical  position  or 
by  the  numbers  of  the  stations  at  which  they  may  be  made. 

The  British  Government  has  taken  the  lead  in  the  plan  of  concert  of  action  among  meteorologists  on 
the  land.  The  plan  could  not  be  in  better  hands,  nor  could  it  be  brought  forward  under  better  auspices. 
Such  a  system  of  research,  though  it  may  be  as  extensive  as  the  air,  and  though  it  may  look  to  the  esta- 
blishment of  meteorological  observatories  in  all  habitable  parts  of  the  globe,  is  simple,  and,  in  my  judgment, 
is  susceptible  of  ready  and  successful  execution  without  any  more  than  really  a  trifling  expense. 

I  beg  to  make  myself  clear  upon  this  point,  and,  that  I  may  do  so,  crave  indulgence  for  an  illustration. 

Most  of  the  governments,  it  is  presumed,  that  will  be  represented  in  the  proposed  congress,  have 
already  a  system  of  meteorological  observations,  which  they  are  in  the  habit  of  publishing  more  or  less  in 
detail.  The  formula  of  observations  for  these  establishments  should  be  the  most  comprehensive  :  but  each 
government,  upon  whose  territories  the  Congress  may  deem  it  advisable  to  multiply  stations,  should  encou- 
rage the  establishment  of  them,  by  such  means  as  to  it  may  seem  good ;  let  the  Congress,  however,  propose 
a  form  for  these  also— a  minimum  of  desiderata— with  the  suggestion  that  each  government  invite  its 

ft- 

amateur  meteorologists  to  co-operate  in  this  plan,  at  least  so  far  as  to  satisfy  the  minimum  formula  with 
observations;  accompanying  the  invitation  with  an  offer  to  every  co-operator  of  a  copy  of  published  results. 

In  case  there  be  any  governments,  as  there  probably  will  be,  that  may  not  find  it  convenient  or  deem 
it  expedient  to  make  such  publications  of  the  observations  to  be  made  within  its  dominions ;  then  let  the 
British  Government  do  for  the  land  what  another  government  of  kindred  people  has  done  for  the  sea,  viz: 
offer  to  take  charge  of  all  the  observations  that  no  other  government  shall  care  for,  discuss  them,  and  send 
to  each  one  whose  labors  may  be  there  recorded,  a  copy  of  the  printed  results. 

What  instruments  shall  be  used  at  the  stations,  public  and  private,  what  forms  of  observation,  and 
what  the  subjects,  in  short  what  the  details  of  the  plan  may  be,  should  be  left  for  the  deliberations  of  a 
meeting  of  meteorologists,  invited  for  the  purpose  and  representing  nationalities.  I  conceive  it  very 
desirable,  that  so  far  as  it  may  be  practicable  without  interfering  with  the  Brussels  plan,  that  the  pro- 
posed plan  for  the  land  should  contemplate  co-operation  between  the  observers  ashore  and  afloat;  for  in 
discussing  the  observations  at  sea,  I  am  daily  reminded  of  the  want  of  such  co-operation  on  the  land. 
There  are  many  phenomena  that  cannot  well  be  traced  out,  without  such  concert.  I  hope  I  may  be 
excused  for  mentioning  a  case,  that  just  now  happens  to  be.  before  me. 

I  have  lately  received  from  Commodore  Mayo,  in  command  of  the  African  squadron,  a  meteorological 
journal,  kept  at  the  American  Mission,  Gaboon,  for  1852  and  1853,  by  Dr.  Henry  Ford ;  by  which  it 


XI  r  INTRODUCTION. 

appears  that  the  dry  season  there  is  from  June  to  September  inclusive,  that  the  other  eight  months, 
comprise  the  rainy  season.  Now,  though  this  journal  does  not  give  the  direction  of  the  wind  at  all,  and 
though  it  only  makes  record  of  the  thermometer,  the  rains,  and  state  of  sky,  yet  by  referring  to  our  investi- 
gations at  sea,  it  appears  that  this  prolonged  rainy  season  is  due  to  two  causes  which  operate  in  succession; 
one  a  monsoon  which  brings  rain,  and  before  that  is  over,  the  equatorial  cloud  ring  in  its  annual  vibrations 
from  north  to  south  has  overshadowed  Gaboon  (lat.  0°  22'  N.)  with  its  vapors,  and  thus,  like  the  lunar 
and  solar  tides  when  in  conjunction,  we  have  one  rainy  season  overriding  and  overleaping  another. 

Begging  pardon  for  having  said  so  much  in  a  case  upon  which  there  was  need  of  but  little  from  me,  I 
have  the  honor  to  be,  KespectfuUy,  &c. 

(Signed)  M.  F.  MAUKY. 


Reply  of  the  President  and  Council  of  Ihe  Royal  Society  to  a  Letter  from  the  Board  of  Trade, 

r-  '  •  dated  Jan.  15,  {June  3,  f)  1854. 

'    .  .  EoYAL  Society,  Somerset  House, 

February  22,  1855. 

Sir:  In  the  month  of  June  last,  the  Lords  of  the  Committee  of  the  Privy  Council  for  Trade 
caused  a  letter  to  be  addressed  to  the .  President  and  Council  of  the  Eoyal  Society,  acquainting  them  that 
their  Lordships  were  about  to  submit  to  Parliament  an  estimate  for  an  office  for  the  discussion  of  the 
observations  on  meteorology,  to  be  made  at  sea  in  all  parts  of  the  globe,  in  conformity  with  the  recom- 
mendation of  a  conference  held  at  Brussels  in  1853  ;  and  that  they  were  about  to  construct  a  set  of  forms 
for  the  use  of  that  office,  in  which  they  proposed  to  publish  from  time  to  time,  and  to  circulate  such 
statistical  results  obtained  by  means  of  the  observations  referred  to,  as  might  be  considered  most  desirable 
by  men  learned  in  the  science  of  meteorology,  in  addition  to  such  other  information  as  might  be  required 
for  the  purposes  of  navigation. 

Before  doing  so,  however,  their  Lordships  were  desirous  of  having  the  opinion  of  the  Eoyal  Society, 
as  to  what  were  the  great  desiderata  in  meteorological  science ;  and  as  to  the  forms  which  may  be  best 
calculated  to  exhibit  ihe  great  atmospheric  laws  which  it  may  be  most  desirable  to  develop. 

Their  Lordships  further  state,  that  as  it  may  possibly  happen  that  observations  on  land  upon  an 
extended  scale  may  hereafter  be  made  and  discussed  in  the  same  office,  it  is  desirable  that  the  reply  of  the 
•Eoyal  Society  should  keep  in  view,  and  provide  for  such  a  contingency. 

Deeply  impressed  with  a  sense  of  the  magnitude  and  importance  of  the  work  which  has  been  thus 
undertaken  by  Her  Majesty's  Grovernment  and  confided  to  the  Board  of  Trade,  and  fully  appreciating  the 
honor  of  being  consulted,  and  the  responsibility  of  the  reply  which  they  are  called  upon  to  make; 
considering  also  that  by  including  the  contingency  of  land  observations,  the  inquiry  is,  in  fact,  coextensive 
with  the  requirements  of  meteorology  over  all  accessible  parts  of  the  earth's  surface ;  the  President  and 
Council  of  the  Eoyal  Society  deemed  it  advisable,  before  making  their  reply,  to  obtain  the  oi)inion  of  those 


INTRODUCTION.  X* 

amongst  their  foreign  members  who  are  known  as  distinguished  cultivators  of  meteorological  science,  as 
well  as  of  others  in  foreign  countries,  who  cither  hold  offices  connected  with  the  advancement  of  meteor- 
ology, or  have  otherwise  devoted  themselves  to  this  branch  of  science. 

A  circular  was  accordingly  addressed  to  several  gentlemen  whose  names  were  transmitted  to  the 
Board  of  Trade  in  June  last,  containing  a  copy  of  the  communication  from  the  Board  of  Trade,  and  a 
request  to  be  favored  with  any  suggestions  which  might  aid  Her  Majesty's  Government  in  an  undertaking 
which  was  obviously  one  of  general  concernment. 

Keplies  in  some  degree  of  detail  have  been  received  from  five  of  these  gentlemen,*  copies  of  which 
are  herewith  transmitted.  . 

The  President  and  Council  are  glad  to  avail  themselves  of  this  opportunity  of  expressing  their 
acknowledgments  to  these  gentlemen,  and  more  particularly  to  Professor. Dovd,. director  of  the  meteoro- 
logical establishments  and  institutions  in  Prussia,  whose  zeal  for  the  advancement  of  "meteorology  inHuced 
him  to  repair  personally  to  England,  and  to  join  himself  to  the  Committee  by  whom  the  present  reply  has. 
been  prepared.  Those  who  are  most  familiar  with  the  labors  and  writings  of  this  eminent  meteorologist 
will  best  be  able  to  appreciate  the  value  of  his  co-operation.  ■  " 

The  President  and  Council  have  considered  it  as  the  most  convenient  course  to  divide  their  reply 
under  the  different  heads  into  which  the  subject  naturally  branches.  But  before  they  proceed  to  treat  of 
these,  they  wish  to  remark  generally,  that  one  of  the  chief  impediments  to  the  advancement  of  meteorology 
consists  in  the  very  slow  progress  which  is  made  in  the  transmission  from  one  country  to  another  of  the 
observations  and  discussions  on  which,  under  the  fostering  aid  of  different  governments,  so  much  labor  is 
bestowed  in  Europe  and  America ;  and  they  would  therefore  recommend  that  such  steps  as  may  appear 
desirable  should  be  taken  by  Her  Majesty's  Government,  to  promote  and  facilitate  the  mutual  interchange 
of  meteorological  publications  emanating  from  the  governments  of  different  countries. 

Barometer. — It  is  known  that  considerable  differences,  apparently  of  a  permanent  character,  are  found 
to  exist  in  the  mean  barometric  pressure  in  difierent  places ;  and  that  the  periodical  variations  in  the 
pressure  in  different  months  and  seasons  at  the  same  place,  are  very  different  in  different  parts  of  the  globe, 
both  as  respects  period  and  amount ;  insomuch  that,  in  extreme  cases,  the  variations  have  even  opposite 
features  in  regard  to  period,  in  places  situated  in  the  same  hemisphere,  and  at  equal  distances  from  the 
equator. 

For  the  purpose  of  extending  our  knowledge  of  the  facts  of  these  departures  from  the  state  of  equi- 
librium, and  of  more  fully  investigating  the  causes  thereof,  it  is  desirable  to  obtain,  by  means  of  barometric 
observations  strictly  comparable  with  each  other,  and  extending  over  all  parts  of  the  globe  accessible  by 
laud  or  sea,  tables,  showing  the  mean  barometric  pressure  in  the  year,  in  each  month  of  the  year,  and  in  the 
four  meteorological  seasons — on  land,  at  all  stations  of  observation — and  at  sea,  corresponding  to  the  middle 
points  of  spaces  bounded  by  geographical  latitudes  and  longitudes,  not  far  distant  from  each  other. 


*  Dr.  Erman,  of  Berlin ;  Dr.  Heis,  of  Miinster  ;  Prof.  Kriel,  of  Vienna ;  Lieut.  Maury,  of  Washington  ;  and  M.  Quetelet,  of  Brussels. 


XVI  INTKODUCTION. 

The  manner  of  forming  such  tables  from  the  marine  observations  which  are  now  proposed  to  be  made, 
by  collecting  together  observations  of  the  same  month  in  separate  ledgers,  each  of  which  should  correspond 
to  a  geographical  space  comprised  between  specified  meridians  and  parallels,  and  to  &  particular  month,  is  too 
obvious  to  require  to  be  further  dwelt  upon.  The  distances  apart  of  the  meridians  and  parallels  will 
require  to  be  varied  in  different  parts  of  the  globe,  so  that  the  magnitudes  of  the  spaces  which  they  inclose, 
and  for  each  of  which  a  table  will  be  formed,  may  be  more  circumscribed  when  the  rapidity  of  the  varia- 
tion of  the  particular  phenomenon  to  be  elucidated  is  greatest  in  regard  to  geographical  space.  Their 
magnitude  will  also  necessarily  vary  with  the  number  of  observations  which  it  may  be  possible  to  collect  in 
each  space,  inasmuch  as  it  is  well  known  that  there  are  extensive  portions  of  the  ocean  which  are  scarcely 
ever  traversed  by  ships,  whilst  other  portions  may  be  viewed  as  the  highways  of  a  constant  traffic. 

The  strict  comparability  of  observations  made  in  different  ships,  may  perhaps  be  best  assured  by 
limiting  the  examination  of  the  instruments  to  comparisons  which  it  is  proposed  to  make  at  the  Kew 
Observatory,  before  and  after  their  employment  in  particular  ships.  From  the  nature  of  their  construction, 
the  barometers  with  which  Her  Majesty's  navy  and  the  mercantile  marine  are  to  be  supplied  are  not  very 
liable  to  derangement,  except  from  such  accidents  as  would  destroy  them  altogether.  Under  present 
arrangements,  they  will  all  be  carefully  compared  at  Kew  before  they  are  sent  to  the  Admiralty  or  to  the 
Board  of  Trade ;  and  similar  arrangements  may  easily  be  made  by  which  they  may  be  returned  to  Kew 
for  re-examination,  at  the  expiration  of  each  tour  of  service.  The  comparison  of  barometers  when 
embarked  and  in  use,  with  standards,  or  supposed  standards  at  ports  which  the  vessels  may  visit,  entails 
many  inconveniences,  and  is  in  many  respects  a  far  less  satisfactory  method.  The  limitation  here  recom- 
mended is  not,  however,  to  be  understood  as  applicable  in  the  case  of  other  establishments  than  Kew,  where 
a  special  provision  may  be  made  for  an  equally  careful  and  correct  examination. 

At  land  stations,  in  addition  to  proper  measures  to  assure  the  correctness  of  the  barometer,  and 
consequent  comparability  of  the  observations,  care  should  be  taken  to  ascertain  by  the  best  possible  means 
(independently  of  the  barometer  itself),  the  height  of  the  station  above  the  level  of  the  sea  at  some  stated 
locality.  For  this  purpose  the  extension  of  levels  for  the  construction  of  railroads  will  often  afford 
facilities. 

It  may  be  desirable  to  indicate 'some  of  the  localities  where  the  data,  which  tables  such  as  those  which 
have  been  spoken  of  would  exhibit,  are  required  for  the  solution  of  problems  of  immediate  interest. 

1°.  It  is  known,  that,  over  the  Atlantic  Ocean,  a  low  mean  annual  pressure  exists  near  the  equator, 
and  a  high  pressure  at  the  north  and  south  borders  of  the  torrid  zone  (23°  to  30°  north  and  south  latitudes); 
and  it  is  probable  that  from  similar  causes  similar  phenomena  exist  over  the  corresponding  latitudes  in  the 
Pacific  Ocean ;  the  few  observations  which  we  possess  are  in  accord  with  this  supposition ;  but  the  extent 
of  space  covered  by  the  Pacific  is  large,  and  the  observations  are  few;  they  may  be  expected  to  be  greatly 
increased  by  the  means  now  contemplated.  But  it  is  particularly  over  the  Indian  Ocean,  both  at  the 
equator  and  at  the  borders  of  the  torrid  zone,  that  the  phenomena  of  the  barometric  pressure,  not  only 
annual,  but  also  monthly,  require  elucidation  by  observations.     The  trade-winds,  which  would  prevail 


INTKODUCTION.  XVU 

generally  round  the  globe  if  it  were  wholly  covered  by  a  surface  of  water,  are  interrupted  by  the  large 
continental  spaces  in  Asia  and  Australia,  and  give  place  to  the  phenomena  of  monsoons,  which  are  the 
indirect  results  of  the  heating  action  of  the  sun's  rays  on  those  continental  spaces.  These  are  the  causes 
of  that  displacement  of  the  trade-winds,  and  substitution  of  a  current  flowing  in  another  direction,  which 
occasion  the  atmospheric  phenomena  over  the  Indian  Ocean,  and  on  the  north  and  south  sides  of  that 
Ocean,  to  be  different  from  those  in  corresponding  localities  over,  and  on  either  side  of  the  equator  in  the 
Atlantic  Ocean,  and  (probably  generally  also)  in  the  Pacific  Ocean. 

It  is  important  alike  to  navigation  and  to  general  science,  to  know  the  limits  where  the  phenomena  of 
the  trade-winds  give  place  to  those  of  the  monsoons ;  and  whether  any  and  what  variations  take  place  in 
those  limits  indifferent  parts  of  the  year.  The  barometric  variations  are  intimately  connected  with  the  causes  of 
these  variations,  and  require  to  he  known  for  their  more  perfect  elucidation. 

The  importance,  indeed,  of  a  full  and  complete  knowledge  of  the  variations  which  take  place  in  the 
limits  of  the  trade-winds  generally  in  both  hemispheres,  at  different  seasons  of  the  year,  has  long  been 
recognized.  On  this  account,  although  the  present  section  is  headed  "  Barometer,"  it  may  be  well  to  remark 
here,  that  it  is  desirable  that  the  forms  supplied  to  ships  should  contain  headings,  calling  forth  a  special 
record  of  the  latitude  and  longitude  where  the  trade-wind  is  first  met  with,  and  where  it  is  first  found  to  fail. 

2°.  The  great  extent  of  continental  space  in  Northern  Asia  causes,  by  reason  of  the  great  heat  of  the 
summer,  and  the  ascending  current  produced  thereby,  a  remarkable  diminution  of  atmospheric  pressure  in 
the  summer  months,  extending  in  the  north  to  the  Polar  Sea,  and  on  the  European  side  as  far  as  Moscow. 
Towards  the  east,  it  is  known  to  include  the  coasts  of  China  and  Japan,  but  the  extent  of  this  great  dimi- 
nution of  summer  pressure  beyond  the  coasts  thus  named  is  not  known.  A  determination  of  the  monthly 
variation  of  the  pressure  over  the  adjacent  parts  of  the  Pacific  Ocean  is  therefore  a  desideratum ;  and  for 
the  same  object,  it  is  desirable  to  have  a  more  accurate  knowledge  than  we  now  possess  of  the  prevailing 
direction  of  the  wind  in  different  seasons  in  the  vicinity  of  the  coasts  of  China  and  Japan. 

3°.  With  reference  to  regions  or  districts  of  increased  or  diminished  mean  annual  pressure,  it  is  known 
that,  in  certain  districts  in  the  temperate  and  polar  zones,  such  as  in  the  vicinity  of  Cape  Horn  extending 
into  the  Antarctic  Polar  Ocean,  and  in  the  vicinity  of  Iceland,  the  mean  annual  barometric  pressure  is 
considerably  less  than  the  average  pressure  on  the  surface  of  the  globe  generally ;  and  that  anomalous  differ- 
ences, also  of  considerable  amount,  exist  in  the  mean  annual  pressure  in  different  parts  of  the  Arctic  Ocean. 
These  all  require  special  attention,  with  a  view  to  obtain  a  more  perfect  knowledge  of  the  facts,  in  regard 
to  their  amount,  geographical  extension,  and  variation  with  the  change  of  seasons,  as  well  as  to  the  elucida- 
tion of  their  causes. 

Dry  Air  and  Aqueous  Vapor. — The  apparently  anomalous  variations  which  have  been  noticed  to  exist 
in  the  mean  annual  barometric  pressure,  and  in  its  distribution  in  the  different  seasons  and  months  of  the 
year,  are  also  found  to  exist  in  each  of  the  two  constituent  pressures  which  conjointly  constitute  the  baro- 
metric pressure.    In  order  to  study  the  problems  connected  with  these  departures  from  a  state  of  equilibrium 
c 


XVIU  INTRODUCTION. 

under  their  most  simple  forms — and  generally  for  the  true  understanding  of  almost  all  the  great  laws  of 
atmospheric  change — it  is  necessary  to  have  a  separate  knowledge  of  the  two  constituents  (viz:  the  pressures 
of  the  dry  air  and  of  the  aqueous  vapor)  which  we  are  accustomed  to  measure  together  by  the  barometer. 
This  separate  knowledge  is  obtained  by  means  of  the  hygrometer,  which  determines  the  elasticity  of  the 
vapor,  and  leads  to  the  determination  of  that  of  the  dry  air,  by  enabling  us  to  deduct  the  elasticity  of  the 
vapor  from  that  of  the  whole  barometric  pressure.  It  is  therefore  extremely  desirable  that  tables,  similar 
to  those  recommended  under  the  preceding  head  of  the  barometer,  should  be  formed  at  every  land  station, 
and  over  the  ocean  at  the  centres  of  geographical  spaces  bounded  by  certain  values  of  latitude  and  longi- 
tude, for  the  annual,  monthly,  and  season  pressures — 1.  Of  the  aqueous  vapor;  and  2.  Of  the  dry  air;  each 
considered  separately.  Each  of  the  said  geographical  spaces  will  require  its  appropriate  ledger  for  each  of 
the'tvvelve  months. 

It  may  be  desirable  to  notice  one  or  two  of  the  problems  connected  with  extensive  and  important 
■  atmospherical  law^s  which  may  be  materially  assisted  by  such  tables. 

1°.  B^  tiie  operation  of  causes,  which  are  too  well  known  to  require  explanation  here,  the  dry  air 
should  always  have  a  minimum  pressure  in  the  hottest  months  of  the  year.  But  we  know  that  there  are 
places  where  the  contrary  prevails,  namely,  that  the  pressure  of  the  dry  air  is  greater  in  summer  than  in 
winter.  We  also  know  that,  when  comparison  is  made  between  places  in  the  same  latitude,  and  having  the 
same,  or  very  nearly  the  same,  differences  of  temperature  in  summer  and  in  winter,  the  differences  between 
the  summer  and  winter  pressures  of  the  dry  air  are  found  to  be  subject  to  many  remarkable  anomalies. 
The  variations  in  the  pressure  of  the  dry  air  do  not,  therefore,  as  might  be  at  first  imagined,  depend  alto- 
gether on  the  differences  between  the  summer  and  winter  temperatures  at  the  places  where  the  variations 
themselves  occur.  The  increased  pressure  in  the  hottest  months  appears  rather  to  point  to  the  existence 
of  an  overflow  of  air  in  the  higher  regions  of  the  atmosphere  from  lateral  sources ;  the  statical  pressure  at 
the  base  of  the  column  being  increased  by  the  augmentation  of  the  superincumbent  mass  of  air  arising  from 
an  influx  in  the  upper  portion.  Such  lateral  sources  may  well  be  supposed  to  be  due  to  excessive  ascensional 
currents  caused  by  eoccessive  summer  heats  in  certain  places  of  the  globe  (as,  for  example,  in  Central  Asia). 
Now,  the  lateral  overflow  from  such  sources,  traversing  in  the  shape  of  currents  the  higher  regions  of  the 
atmosphere,  and  encountering  the  well-known  general  current  flowing  from  the  equator  towards  the  pole, 
has  been  recently  assigned  with  considerable  probability  (derived  from  its  correspondence  with  many  other- 
wise anomalous  phenomena  already  known,  and  which  all  receive  an  explanation  from  such  supposition), 
to  be  the  original  source  or  primary  cause  of  the  rotating  storms  or  cyclones,  so  well  known  in  the  West 
Indies  and  in  China  under  the  names  of  hurricanes  and  typhoons.  A  single  illustration  may  be  desirable. 
Let  it  be  supposed  that  such  an  excessive  ascensional  current  exists  over  the  greatly  heated  parts  of  Asia 
and  Africa  in  the  northern  tropical  zone — giving  rise,  in  the  continuation  of  the  same  zone  over  the  Atlantic 
Ocean,  to  a  lateral  current  in  the  upper  regions ;  this  would  then  be  a  current  prevailing  in  those  regions 
from  east  to  west ;  and  it  would  encounter  over  the  Atlantic  Ocean  the  well-known  upper  current  proceed- 
ing from  the  equator  towards  the  pole,  which  is  a  current  from  the  southwest.    An  easterly  current 


INTRODUCTION.  ^'^ 

impinging  on  a  southwest  current  may  give  rise,  by  well-known  laws,  to  a  rotatory  motion  in  the  atmo- 
sphere, of  which  the  direction  may  be  the  same  as  that  which  characterizes  the  cyclones  of  the  northern 
hemisphere.  To  test  the  accuracy  of  this  explanation,  we  desire  to  be  acquainted  with  the  variations  which 
the  mean  pressure  of  the  dry  air  undergoes  in  the  different  seasons  in  the  part  of  the  globe  where,  according  to 
this  explanation,  considerable  variations  having  particular  characters,  ought  to  be  found. 

2°.  We  have  named  one  of  the  explanations  which  have  been  recently  offered  of  the  primary  cause  of 
the  northern  cyclones.  Another  mode  of  explanation  has  been  proposed,  by  assuming  the  condensation  of 
large  quantities  of  vapor,  and  the  consequent  influx  of  air  to  supply  the  place.  In  such  case,  the  pheno- 
mena are  to  be  tested  in  considerable  measure  by  the  variations  which  the  other  constituent  of  the  barometric 
pressure,  namely,  the  aqueous  vapor,  undergoes. 

3°.  The  surface  of  sea  in  the  southern  hemisphere  much  exceeds  that  in  the  northern  hemisphere.'  It 
is  therefore  probable  that,  at  the  season  when  the  sun  is  over  the  southern  hemisphere,  evaiooiration  o.ver 
the  whole  surface  of  the  globe  is  more  considerable  than  in  the  opposite  season  when  the  sun .  ia  oyer  the 
northern  hemisphere.  Supposing  the  pressure  of  the  dry  air  to  be  a  constant,  the  difference  (Dflfg-^aporation 
in  the  two  seasons  may  thus  produce  for  the  whole  globe  an  annual  barometric  variation,  the  aggregate  baro- 
metric pressure  over  the  whole  surface  being  highest  during  the  northern  winter.  The  separation  of  the 
barometric  pressure  into  its  two  constituent  pressures,  would  give  direct  and  conclusive  evidence  of  the 
cause  to  which  such  a  barometric  variation  should  be  ascribed.  It  would  also  follow  that  evaporation  being 
greatest  in  the  south,  and  condensation  greatest  in  the  north,  the  water  which  proceeds  from  south  to  north 
in  a  state  of  vapor,  would  have  to  return  to  the  south  in  a  liquid  state,  and  might  possibly  exert  some 
discernible  influence  on  the  currents  of  the  ocean.  The  tests  by  which  the  truth  of  the  suppositions  thus 
advanced  may  be  determined,  are  the  variations  of  the  meteorological  elements  in  different  seasons  and 
months,  determined  by  methods  and  instruments  strictly  comparable  with  each  other,  and  arranged  in  such 
tables  as  have  been  suggested.  A  still  more  direct  test  would  indeed  be  furnished  by  the  fact  (if  it  could 
be  ascertained),  that  the  quantity  of  rain  which  falls  in  the  northern  is  greater  than  that  which  falls  in  the 
southern  hemisphere ;  and  by  examining  its  distribution  into  the  different  months  and  seasons  of  its  occur- 
rence. Data  for  such  conclusions  are  as  yet  very  insufficient ;  they  should  always,  however,  form  a  part  of 
the  record  at  all  land  stations  where  registers  are  kept. 

In  order  that  all  observations  of  the  elasticity  of  the  aqueous  vapor  may  be  strictly  comparable,  it  is 
desirable  that  all  should  be  computed  by  the  same  tables ;  those  founded  upon  the  experiments  of  MM. 
Regnault  and  Magnus  may  be  most  suitably  recommended  for  this  purpose,  not  only  on  their  general 
merits,  but  also  as  being  likely  to  be  most  generally  adopted  by  observers  in  other  countries. 

Temperature  of  the  Air. — Tables  of  the  mean  temperature  of  the  air  in  the  year,  and  in  the  different 
months  and  seasons  of  the  year,  at  above  1000  stations  on  the  globe,  have  recently  been  computed  by 
Professor  Dov^,  and  published  under  the  auspices  of  the  Royal  Academy  of  Sciences  at  Berlin.  This 
work — which  is  a  true  model  of  the  method  in  which  a  great  body  of  meteorological  facts,  collected  by 


XX  INTBODUCTION. 

different  observers  and  at  different  times,  should  be  brought  together  and  co-ordinated — has  conducted,  as 
is  well  known,  to  conclusions  of  very  considerable  importance  in  their  bearing  on  climatology,  and  on  the 
general  laws  of  the  distribution  of  heat  on  the  surface  of  the  globe.  These  tables  have,  however,  been 
formed  exclusively  from  observations  made  on  land.  For  the  completion  of  this  great  work  of  physical 
geography,  there  is  yet  wanting  a  similar  investigation  for  the  oceanic  portion ;  and  this  we  may  hopefully 
anticipate  as  likely  to  be  now  accomplished  by  means  of  the  marine  observations  about  to  be  undertaken. 
In  the  case  of  the  temperature  of  the  air,  as  in  that  of  the  atmospheric  pressure  previously  adverted  to,  the 
centres  of  geographical  spaces  bounded  by  certain  latitudes  and  longitudes  will  form  points  of  concentra- 
tion for  observations,  which  may  be  made  within  those  spaces,  not  only  by  the  same  but  also  by  different 
ships ;  provided  that  the  system  be  steadily  maintained  of  employing  only  instruments  which  shall  have 
been  examined,  and  their  intercomparability  ascertained,  by  a  competent  and  responsible  authority ; — and 
provided  that  no  observations  be  used  but  those  in  which  careful  attention  shall  have  been  given  to  the 
precautions  which  it  will  be  necessary  to  adopt,  for  the  purpose  of  obtaining  the  correct  knowledge  of  the 
temperature  of  the  external  air,  amidst  the  many  disturbing  influences  from  heat  and  moisture  so  difficult 
to  escape  on  board  ship.  In  this  respect,  additional  precautions  must  be  used  if  night  observations  are  to  be 
required,  since  the  ordinary  difficulties  are  necessarily  much  enhanced  by  the  employment  of  artificial  light. 
Amongst  the  instructions  which  will  be  required,  perhaps  there  will  be  none  which  will  need  to  be  more 
carefully  drawn,  than  those  for  obtaining  the  correct  temperature  of  the  external  air  under  the  continually 
varying  circumstances  that  present  themselves  on  board  ship. 

In  regard  to  land  stations,  Professor  Dov<^'s  tables  have  shown  that  data  are  still  pressingly  required 
from  the  British  North  American  possessions  intermediate  between  the  stations  of  the  Arctic  Expeditions 
and  those  of  the  United  States;  and  that  the  deficiency  extends  across  the  whole  North  American  continent 
in  those  latitudes  from  the  Atlantic  to  the  Pacific.  Professor  Dovd  has  also  indicated  as  desiderata 
observations  at  the  British  military  stations  in  the  Mediterranean  (Gibraltar,  Malta,  and  Corfu),  and  around 
the  coasts  of  Australia  and  New  Zealand ;  also  that  Jiourly  observations,  continued  for  at  least  one  year, 
are  particularly  required  at  some  one  station  in  the  West  Indies,  to  supply  the  diurnal  corrections  for 
existing  observations. 

Whilst  the  study  of  the  distribution  of  heat  at  the  surface  of  the  globe  has  thus  been  making  progress, 
in  respect  to  the  mean  annual  temperature  in  different  places,  and  to  its  periodical  variations  in  different  parts 
of  the  year  at  the  same  place,  the  attention  of  physical  geographers  has  recently  been  directed  (and  with 
great  promise  of  important  results  to  the  material  interests  of  men  as  well  as  to  general  science)  to  the 
causes  of  those  fluctuations  in  the  temperature,  or  departures  from  its  mean  or  normal  state  at  the  same  place 
and  at  the  same  period  of  the  year,  which  have  received  the  name  of  "non-periodic  variations."  It  is  known 
that  these  frequently  affect  extensive  portions  of  the  globe  at  the  same  time ;  and  are  generally,  if  not  always, 
accompanied  by  a  fluctuation  of  an  opposite  character,  prevailing  at  the  same  time  in  some  adjoining  but 
distant  region ;  so  that  by  the  comparison  of  synchronous  observations  a  progression  is  traceable,  from  a 
locality  of  maximum  increased  heat  in  one  region,  to  one  of  maximum  diminished  heat  in  another  region. 


INTRODUCTION.  XXI 

For  the  elucidation  of  the  non-periodic  variations  even  monthly  means  are  insufficient;  and  the  necessity  has 
been  felt  of  computing  the  mean  temperatures  for  periods  ©f  much  shorter  duration.  The  Meteorological 
Institutions  of  those  of  the  European  States  which  have  taken  the  foremost  part  in  the  prosecution  of 
meteorology,  have  in  consequence  adopted  Jive-day  means,  as  the  most  suitable  intermediate  gradation 
between  daily  and  monthly  means:  and  as  an  evidence  of  the  conviction  which  is  entertained  of  the  value 
of  the  conclusions  to  which  this  investigation  is  likely  to  lead,  it  has  been  considered  worth  while  to  under- 
take the  prodigious  labor  of  calculating  the  five-day  means  of  the  most  reliable  existing  observations  during 
a  century  past.  This  work  is  already  far  advanced;  and  it  cannot  be  too  strongly  recommended,  that  at  all 
fixed  stations,  where  observations  shall  hereafter  be  made  with  sufficient  care  to  be  worth  recording,  five- 
day  means  may  invariably  be  added  to  the  daily,  monthly,  and  annual  means  into  which  the  observations 
are  usually  collected.  The  five-day  means  should  always  commence  with  January  1,  for  the  purpose  of 
preserving  the  uniformity  at  different  stations,  which  is  essential  for  comparison:  in  leap  years,  the  period 
which  includes  the  29th  of  February  will  be  of  six  days. 

In  treating  climatology  as  a  science,  it  is  desirable  that  some  correct  and  convenient  mode  should  be 
adopted,  for  computing  and  expressing  the  comparative  variability  to  which  the  temperature  in  different  parts 
of  the  globe,  and  in  different  parts  of  the  year  in  the  same  place,  is  subject  from  non-periodic  causes.  The 
probable  variability,  computed  on  the  same  principle  as  the  probable  error  of  each  of  a  number  of  independent 
observations,  has  recently  been  suggested  as  furnishing  an  index  "of  the  probable  daily  non-periodic  varia- 
tion" at  the  different  seasons  of  the  year;  and  its  use  in  this  respect  has  been  exemplified  by  calculations  of 
the  "index"  from  the  five-day  means  of  twelve  years  of  observations  at  Toronto,  in  Canada  {Phil.  Trans., 
1853,  Art.  v.).  An  index  of  this  description  is  of  course  of  absolute  and  general  application ;  supplying 
the  means  of  comparing  the  probable  variability  of  the  temperature  in  different  seasons  at  different  places 
(where  the  same  method  of  computation  is  adopted)  as  well  as  at  the  same  place.  It  is  desirable  that  this  (or 
some  preferable  method  if  such  can  be  devised  for  obtaining  the  same  object)  should  be  adopted  by  those 
who  may  desire  to  make  their  observations  practically  useful  for  sanitary  or  agricultural  purposes  or  for 
any  of  the  great  variety  of  objects  for  which  climatic  peculiarities  are  required  to  be  known.  Having  these 
three  data,  viz:  the  mean  annual  temperature — its  periodical  changes  in  respect  to  days,  months,  and  seasons 
— and  the  measure  of  its  liability  to  non-periodic  (or  what  would  commonly  be  called,  irregular)  variations 
— we  may  consider  that  we  possess  as  complete  a  representation  of  the  climate  of  any  particular  place  (so  far 
as  temperature  is  concerned)  as  the  present  state  of  our  knowledge  permits. 

It  is  obvious  that  much  of  wjiat  has  been  said  under  this  article  is  more  applicable  to  land  than  to  sea 
observations;  but  the  letter  of  the  Board  of  Trade,  to  which  this  is  a  reply,  requests  that  both  should  be 
contemplated. 

Temperature  of  the  Sea,  and  Investigations  regarding  Currents. — It  is  unnecessary  to  dwell  on  the  practical 
importance  to  navigation  of  a  correct  knowledge  of  the  currents  of  the  ocean;  their  direction,  extent,  velocity, 
and  the  temperature  of  the  surface  water  relatively  to  the  ordinary  ocean  temperature  in  the  same  latitude; 


XXll  INTRODUCTIOX. 

together  with  the  variations  in  all  these  respects  which  currents  experience  in  different  parts  of  the  year 
and  in  different  parts  of  their  course.  As  the  ioformation  on  these  points,  which  may  be  expected  to  follow 
from  the  measures  adopted  by  the  Board  of  Trade,  must  necessarily  depend  in  great  degree  on  the 
intelligence,  as  well  as  the  interest  taken  in  them  by  the  observers,  it  is  desirable  that  the  instructions  to  be 
supplied  with  the  meteorological  instruments  should  contain  a  brief  summary  of  what  is  already  known  in 
regard  to  the  principal  oceanic  currents ;  accompanied  by  charts  on  which  their  supposed  limits  in  different 
seasons,  and  the  variations  in  those  limits  which  may  have  been  observed  in  particular  years,  may  be 
indicated,  with  notices  of  the  particularities  of  the  temperature  of  the  surface  water  by  which  the  presence 
of  the  current  may  be  recognized.  Forms  will  also  be  required  for  use  in  such  localities,  in  which  the 
surface  temperatures  may  be  recorded  at  hourly  or  half-hourly  intervals,  with  the  corresponding  geographical 
positions  of  the  ship,  as  they  may  be  best  inferred  from  observation  and  reckoning.  For  such  localities  also 
it  will  be  necessary  that  the  tables,  into  which  the  observations  of  different  ships  at  different  seasons  are 
collected,  should  have  their  bounding  lines  of  latitude  and  longitude  brought  nearer  together  than  may  be 
required  for  the  ocean  at  large. 

In  looking  forward  to  the  results  which  are  likely  to  be  obtained  by  the  contemplated  marine  observa- 
tions, it  is  reasonable  that  those  which  may  bear  practically  on  the  interests  of  navigation  should  occupy 
the  first  place ;  but,  on  the  other  hand,  it  wonld  not  be  easy  to  over-estimate  the  advantages  to  physical 
geography,  of  general  tables  of  the  surface  temperature  of  the  ocean  in  the  different  months  of  the  year, 
exhibiting,  as  they  would  do,  its  normal  and  its  abnormal  states,  the  mean  temperature  of  the  different 
parallels,  and  the  deviations  therefrom,  whether  permanent,  periodical,  or  occasional.  The  knowledge 
which  such  tables  would  convey  is  essentially  required  for  the  study  of  climatology  as  a  science. 

The  degree  in  which  climatic  variations  extending  over  large  portions  of  the  earth's  surface  may  be 
influenced  by  the  variable  phenomena  of  oceanic  currents  in  different  years,  may  perhaps  be  illustrated 
by  circumstances  of  known  occurrence  in  the  vicinity  of  our  own  coasts.  The  admirable  researches  of 
Major  Eennell  have  shown  that  in  ordinary  years,  the  warm  water  of  the  great  current  known  by  the  name 
of  the  Gulf  Stream,  is  not  found  to  the  east  of  the  meridian  of  the  Azores ;  the  sea  being  of  ordinary  ocean 
temperature  for  its  latitude  at  all  seasons  and  in  every  direction,  in  the  great  space  comprised  between  the 
Azores,  and  the  coasts  of  Europe  and  North  Africa;  but  Major  Eennell  has  also  shown  that  on  two 
occasions,  viz :  in  1776  and  in  1821-1822,  the  warm  water  by  which  the  Gulf  Stream  is  characterized 
throughout  its  whole  course  {being  several  degrees  above  the  ordinary  ocean  temperature  in  the  same 
latitude),  was  found  to  extend  across  this  great  expanse  of  ocean,  and  in  1776  (in  particular)  was  traced  (by 
Dr.  Franklin)  quite  home  to  the  coast  of  Europe.  The  presence  of  a  body  of  unusually  heated  water, 
extending  for  several  hundred  miles  both  in  latitude  and  in  longitude,  and  continuing  for  several  weeks,  at 
a  season  of  the  year  when  the  prevailing  winds  blow  from  that  quarter  on  the  coasts  of  England  and 
France,  can  scarcely  be  imagined  to  be  without  a  considerable  influence  on  the  relations  of  temperature 
and  moisture  in  those  countries.  In  accordance  with  this  supposition,  we  find  in  the  meteorological 
journals  of  the  more  recent  period  (which  are  more  easily  accessible),  that  the  state  of  the  weather  in 


INTKODUCTION.  XXUl 

November  and  December,  1821,  and  January,  1822,  was  so  unusual  in  the  southern  parts  of  Great  Britain 
and  in  France,  as  to  have  excited  general  observation ;  we  find  it  characterized  as  "  most  extraordinarily 
hot,  damp,  stormy  and  oppressive,"  that  "  the  gales  from  the  "W.  and  S.  W.  were  almost  without  intermis- 
sion," "the  fall  of  rain  was  excessive"  and  "the  barometer  lower  than  it  had  ever  been  known  for  35  years 
before." 

There  can  be  little  doubt  that  Major  Kennell  was  right  in  ascribing  the  unusual  extension  of  the  Gulf 
Stream  in  particular  years  to  its  greater  initial  velocity,  occasioned  by  a  more  than  ordinary  difference  in 
the  levels  of  the  Gulf  of  Mexico  and  of  the  Atlantic  in  the  preceding  summer.  An  unusual  height  of  the 
Gulf  of  Mexico  at  the  head  of  the  stream,  or  an  unusual  velocity  of  the  stream  at  its  outset  in  the  Strait  of 
Florida,  are  facts  which  may  admit  of  being  recognized  by  properly  directed  attention ;  and  as  these  must 
precede,  by  many  weeks,  the  arrival  of  the  warm  water  of  the  stream  at  above  3000  miles  distance  from  its 
outset,  and  the  climatic  effects  thence  resulting,  it  might  be  possible  to  anticipate  the  occurrence  of  such 
unusual  seasons  upon  our  coasts. 

Much,  indeed,  may  undoubtedly  be  done  towards  the  increase  of  our  partial  acquaintance  with  the 
phenomena  of  the  Gulf  Stream,  and  of  its  counter  currents,  by  the  collection  and  co-ordination  of  observa- 
tions made  by  casual  passages  of  ships  in  different  years  and  different  seasons  across  different  parts  of  its 
course ;  but  for  that  full  and  complete  knowledge  of  all  its  particulars,  which  should  meet  the  maritime 
and  scientific  requirements  of  the  period  in  which  we  live,  we  must  await  the  disposition  of  Government  to 
accede  to  the  recommendation  so  frequently  made  to  them  by  the  most  eminent  hydrographical  authorities, 
of  a  specific  survey  of  the  stream  by  vessels  employed  for  that  special  service.  What  has  been  recently 
accomplished  by  the  Government  of  the  United  States  in  this  respect,  shows  both  the  importance  of  the 
inquiry,  and  the  great  extent  of  the  research ;  and  lends  great  weight  to  the  proposition  which  has  been 
made  to  Her  Majesty's  Government  on  the  part  of  the  United  States,  for  a  joint  survey  of  the  whole 
stream  by  vessels  of  the  two  countries.  The  establishment  of  an  office  under  the  Board  of  Trade,  specially 
charged  with  the  reduction  and  co-ordination  of  such  data,  may  materially  facilitate  such  an  undertaking. 

Storms  or  Oaks. — It  is  much  to  be  desired,  both  for  the  purposes  of  navigation  and  for  those  of  general 
science,  that  the  captains  of  Her  Majesty's  ships,  and  masters  of  merchant  vessels,  should  be  correctly  and 
thoroughly  instructed  in  the  methods  of  distinguishing  in  all  cases  between  the  rotatory  storms  or  gales, 
which  are  properly  called  cyclones,  and  gales  of  a  more  ordinary  character,  but  which  are  frequently 
accompanied  by  a  veering  of  the  wind,  which,  under  certain  circumstances,  might  easily  be  confounded 
with  the  phenomena  of  cyclones,  though  due  to  a  very  different  cause.  It  is  recommended,  therefore,  that 
the  instructions  proposed  to  be  given  to  ships  supplied  with  meteorological  instruments,  should  contain 
clear  and  simple  directions  for  distinguishing  in  all  cases,  and  under  all  circumstances,  between  these  two 
kinds  of  storms ;  and  that  the  forms  to  be  issued  for  recording  the  meteorological  phenomena  during  great 
atmospheric  disturbances  should  comprehend  a  notice  of  all  the  particulars  which  are  required  for  forming 
a  correct  judgment  in  this  respect. 


xxiv  INTEODUCTION. 

Thunder-storms. — It  is  known  that  in  the  high  latitudes  of  the  northern  and  southern  hemispheres, 
thunder-storms  are  almost  wholly  unknown ;  and  it  is  believed  that  they  are  of  very  rare  occurrence  over 
the  ocean  in  the  middle  latitudes,  when  distant  from  continents.  By  a  suitable  classification  and  arrange- 
ment of  the  documents  which  will  be  henceforward  received  by  the  Board  of  Trade,  statistical  tables  may 
in  process  of  time  be  formed,  showing  the  comparative  frequency  of  these  phenomena  in  different  parts  of 
the  ocean,  and  in  different  months  of  the  year. 

It  is  known  that  there  are  localities  on  the  globe  where,  during  certain  months  of  the  year,  thunder- 
storms may  be  considered  as  a  periodical  phenomenon  of  daily  occurrence.  In  the  Port  Eoyal  Mountains 
in  Jamaica,  for  example,  thunder-storms  are  said  to  take  place  daily,  about  the  hour  of  noon,  from  the 
middle  of  November  to  the  middle  of  April.  It  is  much  to  be  desired  that  a  full  and  precise  account  of 
such  thunder-storms,  and  of  the  circumstances  in  which  they  appear  to  originate,  should  be  obtained. 

In  recording  the  phenomena  of  thunder  and  lightning,  it  is  desirable  to  state  the  duration  of  the 
interval  between  the  flashes  of  lightning  and  the  thunder  which  follows.  This  may  be  done  by  means  of  a 
seconds-hand  watch,  by  which  the  time  of  the  apparition  of  the  flash,  and  of  the  commencement  (and  of 
the  conclusion  also)  of  the  thunder  may  be  noted.  The  interval  between  the  flash,  and  the  commencement 
of  the  thunder,  has  been  known  to  vary,  in  different  cases,  from  less  than  a  single  second  to  between  40 
and  50  seconds,  and  even,  on  very  rare  occasions,  to  exceed  50  seconds.  The  two  forms  of  ordinary  light- 
ning, viz:  zigzag  (or  forked)  lightning,  and  sheet  lightning,  should  always  be  distinguished  apart;  and 
particular  attention  should  be  given  both  to  the  observation  and  to  the  record,  in  the  rare  cases  when 
zigzag  lightning  either  bifurcates,  or  returns  upwards.  A  special  notice  should  not  fail  to  be  made  when 
thunder  and  lightning,  or  either  separately,  occur  in  a  perfectly  cloudless  sky.  When  globular  lightning 
(balls  of  fire)  are  seen,  a  particular  record  should  be  made  of  all  the  attendant  circumstances.  These 
phenomena  are  known  to  be  of  the  nature  of  lightning,  from  the  injury  they  have  occasioned  in  ships  and 
buildings  that  have  been  struck  by  them;  but  they  differ  from  ordinary  lightning  not  only  by  their 
globular  shape,  but  by  the  length  of  time  they  continue  visible,  and  by  their  slow  motion.  They  are  said 
to  occur  sometimes  without  the  usual  accompaniments  of  a  storm,  and  even  with  a  perfectly  serene  sky. 
Conductors  are  now  so  universally  employed  in  ships,  that  it  may  seem  almost  superfluous  to  remark  that, 
should  a  ship  be  struck  by  lightning,  the  most  circumstantial  account  will  be  desirable  of  the  course  which 
the  lightning  took,  and  of  the  injuries  it  occasioned ;  or  to  remind  the  seaman  that  it  is  always  prudent, 
after  such  an  accident  has  befallen  a  ship,  to  distrust  her  compasses  until  it  has  been  ascertained  that  their 
direction  has  not  been  altered.  Accidents  occurring  on  land  from  lightning  will,  of  course,  receive  the 
fullest  attention  from  meteorologists  who  may  be  within  convenient  distance  of  the  spot. 

Auroras  and  Falling  Stars. — Auroras  are  of  such  rare  occurrence  in  seas  frequented  by  ships  engaged 
in  commerce,  that  it  may  seem  superfluous  to  give  any  particular  directions  for  their  observation  at  sea  ; 
and  land  observatories  are  already  abundantly  furnished  with  such.     It  is,  of  course,  desirable  that  the 


INTRODUCTION.  XXV 

meteorological  reports  received  from  ships  should  always  contain  a  notice  of  the  time  and  place  where 
auroras  may  be  seen,  and  of  any  remarkable  features  that  may  attract  attention. 

The  letter  from  Professor  Heis,  which  is  one  of  the  foreign  communications  annexed,  indicates  the 
principal  points  to  be  attended  to  in  the  instructions  which  it  may  be  desirable  to  draw  up  for  the  observa- 
tion of  "Falling  Stars."  For  directions  concerning  halos  and  parhelia,  a  paper  by  Monsieur  Bravais, 
in  the  Annuaire  Meteorologique  de  la  France  for  1851,  contains  suggestions  which  will  be  found  of  much 
value. 

Charts  of  the  Magnetic  Variation. — Although  the  variation  of  the  compass  does  not  belong  in  strictness 
to  the  domain  of  meteorology,  it  has  been  included,  with  great  propriety,  amongst  the  subjects  treated  of 
by  the  Brussels  Conference,  and  should  not  therefore  be  omitted  here.  It  is  scarcely  necessary  to  remark, 
that  whatever  may  have  been  the  practice  in  times  past,  when  the  phenomena  of  the  earth's  magnetism 
were  less  understood  than  at  present,  it  should  in  future  be  regarded  as  indispensable,  that  variation  charts 
should  always  be  constructed  for  &  particular  epoch,  and  that  all  parts  of  the  chart  should  show  the  variation 
corresponding  to  the  epoch  for  which  it  is  constructed.  Such  charts  should  also  have,  either  engraved  on  the 
face  or  attached  in  some  convenient  manner,  a  table,  showing  the  approximate  annual  rate  of  the  secular 
change  of  the  variation  in  the  different  latitudes  and  longitudes  comprised :  so  that,  by  means  of  this  table, 
the  variation  taken  from  the  cbart  for  any  particular  latitude  and  longitude  may  be  corrected  to  the  year 
for  which  it  is  required,  if  that  should  happen  to  be  different  from  the  epoch  for  which  the  chart  is 
constructed. 

A  valuable  service  would  be  rendered  to  this  very  important  branch  of  hydrography  if,  under  the 
authority  of  the  new  department  of  the  Board  of  Trade,  variation  charts  for  the  North  and  South  Atlantic 
Oceans,  for  the  North  and  South  Pacific  Oceans,  for  the  Indian  Ocean,  and  for  any  other  localities  in  which 
the  requirements  of  navigation  might  call  for  them,  were  published  at  stated  intervals,  corrected  for  the 
secular  change  that  had  taken  place  since  the  preceding  publication.  Materials  would  be  furnished  for  this 
purpose  by  the  observations  which  are  now  intended  to  be  made,  supposing  them  to  be  collected  and 
suitably  arranged  with  proper  references  to  date  and  to  geographical  position,  and  to  the  original  reports 
in  which  the  results  and  the  data  on  which  they  were  founded  were  communicated.  By  means  of  these 
observations,  the  tables  of  approximate  correction  for  secular  change  might  also  be  altered  from  time  to 
time  as  occasion  should  require,  since  the  rate  of  secular  change  itself  is  not  constant. 

All  observed  variations,  communicated  or  employed  as  data  upon  which  variation  charts  may  be 
either  constructed  or  corrected,  should  be  accompanied  by  other  observational  data  (the  nature  of 
which  ought  now  to  be  well  understood),  for  correcting  the  observed  variation  for  the  error  of  the  compass 
occasioned  by  the  ship's  iron.  It  also  is  strongly  recommended  that  no  observations  be  received  as  data  for 
the  formation  or  correction  of  variation  charts,  but  such  as  are  accompanied  by  a  detailed  statement  of  the 
principal  elements  both  of  observation  and  of  calculation.  Proper  forms  should  be  supplied  for  this 
purpose;  or,  what  is  still  better,  books  of  blank  forms  may  be  supplied,  in  which  the  observations 
D 


XXVI  INTRODUCTION. 

themselves  may  be  entered,  and  the  calculation  performed  by  which  the  results  are  obtained.  Such  books 
of  blank  forms  would  be  found  extremely  useful,  both  for  the  variation  of  the  needle  and  for  the  chrono- 
metrical  longitude  (as  well  as  for  lunar  observations,  if  the  practice  of  lunar  observations  be  not,  as  there 
is  too  much  reason  to  fear  it  is,  almost  wholly  discontinued).  By  preparing  and  issuing  books  of  blank 
forms  suitable  for  these  purposes,  and  by  requesting  their  return  in  accompaniment  with  the  other  reports 
to  be  transmitted  to  the  Board  of  Trade  at  the  conclusion  of  a  voyage,  the  groundwork  would  be  laid  for 
the  attainment  of  greatly  improved  habits  of  accuracy  in  practical  navigation  in  the  British  mercantile 
marine. 

The  President  and  Council  are  aware  that  they  have  not  exhausted  the  subject  of  this  reply  in  what 
they  have  thus  directed  me  to  address  to  you ;  but  they  think  that  perhaps  they  have  noticed  as  many 
points  as  may  be  desirable  for  present  attention  ;  and  they  desire  me  to  add,  that  they  will  be  at  all  times 
ready  to  resume  the  consideration  if  required,  and  to  supply  any  further  suggestions  which  may  appear 
likely  to  be  useful. 

I  have  the  honor  to  be,  sir, 

Your  obedient  servant, 

W.  SIIARPEY, 

Sec.  R.  S. 
To  the  Secretary  of  the  Lords  of  the  Commiltee  of  Privy  Council  for  Trade. 

The  correspondence  is  instructive  as  well  as  important,  and  I  have  quoted  with  it  a  letter  of  my  own 
in  reply,  not  because  it  deserves  to  be  classed  with  this  correspondence,  but  because  it  also  belongs  to  the 
history  of  the  work  already  in  hand. 

The  state  of  affairs  in  Europe  makes  the  present  moment  an  inauspicious  one  for  the  further  con- 
sideration of  this  subject  by  that  enlightened  government  just  now.  But  as  soon  as  the  war  will  permit 
ministers  and  officials  to  turn  their  attention  to  the  peaceful  affairs  of  science,  it  is  hoped  that  this  question 
of  a  meteorological  conference  for  the  land  will  be  taken  up  and  carried  out. 

The  French  Academy  of  Sciences  has  always  favored  the  plan ;  Kupffer,  of  Eussia,  is  one  of  its 
earliest  projectors  and  advocates.  That  admirable  man  of  science,  M.  Quetelet,  the  President  of  the 
Brussels  Conference,  is  most  earnest  in  favor  of  it ;  and  M.  Dov^,  one  of  the  great  meteorologists  of  the 
Continent,  went  from  Berlin  to  Liverpool  last  year,  to  attend  the  meeting  of  the  British  Association,  and  to 
advocate  in  person,  the  measure,  with  other  friends  there.  Kamtz  of  Dorpat,  Heis  of  Miinster,  Kreil  of 
Vienna,  Lamont  of  Bavaria,  and  Secchi  of  Rome,  are  also  understood  to  be  in  favor  of  it.  Spain,  Naples, 
and  the  Holy  See  have  already  assented  to  the  proposition.  The  governments  of  South  America,  the 
authorities  of  India,  Portugal,  Holland,  Denmark,  Norway  and  Sweden,  have  also  either  directly  signified 
their  readiness  to  go  into  such  a  conference,  or,  by  their  enlightened  and  liberal  course,  given  us  reason  to 
infer  that,  when  properly  solicited,  they  would  not  be  found  in  opposition  to  any  such  plan  for  advancing 
the  cause  of  science,  and  the  good  of  the  human  family. 


EXPLANATION  OF  THE  PLATES. 


Plate  I.  is  intended  to  illustrate  the  Pilot  Charts,  and  is  a  section  taken  from  one  of  the  manuscripts  of  that  series. 
It  illustrates  the  method  for  co-ordinating  for  the.se  charts  the  winds  as  reported  in  the  abstract  logs.  For  this 
purpose,  the  ocean  is  divided  into  convenient  sections,  usually  five  degrees  of  latitude  by  five  degrees  of  longitude. 
These  parallelograms  are  then  subdivided  into  a  system  of  engraved  squares  ;  the  months  of  the  year  being  the  ordi- 
nates,  and  the  points  of  the  compass  being  the  abscissae.  As  the  wind  is  reported  by  a  vessel  that  passes  through 
any  part  of  the  parallelogram,  so  it  is  assumed  to  have  been  at  that  time  all  over  the  parallelogram.  From  such 
investigations  as  this  the  Pilot  Charts  are  constructed.  (Vide  p.  226,  et  seq.) 

Plate  II.  is  a  diagram  of  the  winds,  and  is  intended  especially  to  illustrate  the  circulation  of  the  atmosphere,  as 
described  in  Chapter  I.  p.  14.  The  arrows  and  bands  within  the  circumference  of  the  circle  are  intended  to  show  the 
calm  belts,  and  prevailing  direction  of  the  wind  on  each  side  of  those  belts.  The  arrows  exterior  to  the  periphery 
of  the  circle — which  is  a  section  of  the  earth  supposed  to  be  made  in  the  plane  of  the  meridian — are  intended  to  show 
the  direction  of  the  upper  strata  of  winds  in  the  general  system  of  atmospherical  circulation ;  and  also  to  illustrate 
how  the  air,  brought  by  each  stratum  to  the  calm  belts,  there  ascends,  or  descends,  as  the  case  may  be ;  and  then, 
continuing  to  flow  on,  how  it  crosses  over  in  the  direction  in  which  it  was  travelling  when  it  arrived  at  the  calm  zone 
(Vide  p.  11.) 

Plate  III.  is  a  sample  of  the  Storm  and  Rain  Charts.     It  is  an  extract  from  one  of  them.  (  Vide  p.  250.) 

Plate  IV.  is  intended  to  demonstrate  how  the  winds  may  become  geological  agents.  It  shows  where  the  winds 
that  blow,  in  the  general  system  of  atmospherical  circulation,  over  the  deserts  and  thirsty  lands  in  Asia  and  Africa 
(where  the  annual  amount  of  precipitation  is  small),  are  supposed  to  get  their  vapors  from ;  where,  as  surface  winds, 
they  are  supposed  to  condense  portions  of  it;  and  whither  they  are  supposed  to  transport  the  residue  thereof  through 
the  upper  regions,  retaining  it  until  they  again  become  surface  winds.  To  make  clear  the  course  of  such  vapor- 
bearing  winds,  let  A  be  a  breadth  or  swarth  of  winds  in  the  northeast  trades  ;  B,  the  same  wind  as  the  upper  and 
counter-current  to  the  southeast  trades ;  and  C,  the  same  wind  after  it  has  descended  in  the  calm  belt  of  Capricorn, 
and  come  out  on  the  polar  side  thereof,  as  the  rain  winds  and  prevailing  northwest  winds  of  the  extra-tropical  regions 
of  the  southern  hemisphere. 

When  in  the  northeast  trades,  it  was  the  evaporating  wind ;  as  the  northeast  tnidc-wind,  it  swept  over  a  great 
waste  of  waters  lying  between  the  tropic  of  Cancer  and  the  equator. 

Meeting  no  land  in  this  long  oblique  track,  over  the  tepid  waters  of  a  tropical  sea,  it  would,  if  such  were  its 
route,  arrive  somewhere  about  the  meridian  of  140°  or  150°  west,  at  the  belt  of  equatorial  calms,  which  always  divides 
the  northeast  from  the  southeast  trade-winds.  Here,  depositing  a  portion  of  its  vapor  as  it  ascends,  it  would,  with 
the  residuum,  take,  on  account  of  diurnal  rotation,  a  course  in  the  upper  region  of  the  atmosphere  to  the  southeast  as 
far  as  the  calms  of  Capricorn.  Here,  according  to  the  hypothesis  which  this  plate  is  used  to  illustrate,  it  descends 
and  continues  on  toward  the  coast  of  South  America,  in  the  same  direction,  appearing  now  as  the  prevailing  north- 
west wind  of  the  extra-tropical  regions  of  the  southern  hemisphere.  Travelling  on  ihe  surface  from  warmer  to  colder 
regions,  it  mu.st,  in  this  part  of  its  circuit,  precipitate  more  than  it  evaporates, 


XXVlll  .      EXI'LANATION   OF   THE   PLATES. 

Now  it  is  a  coincidence;  at  least,  that  this  is  the  route  by  which,  on  account  of  the  land  in  the  northern  hemisphere, 
the  northeast  trade-winds  hare  the  fairest  sweep  over  that  ocean  ;  that  this  is  the  route  by  which  they  arc  longest  in 
contact  with  an  evaporating  surface ;  that  this  is  the  route  by  which  all  circumstances  are  most  favorable  to  complete 
saturation  ;  and  that  this  is  the  route  by  which  such  winds  can  pass  over  into  the  southern  hemisphere  most  heavily 
laden  with  vapors  for  the  extra-tropical  regions  of  that  half  of  the  globe ;  and,  moreover,  that  this  is  the  supposed 
route  which  the  northeast  trade-winds  of  the  Pacific  do  take  to  reach  the  equator,  and  to  pass  from  it. 

I  have  also  marked  on  this  plate  the  supposed  track  of  the  sea-dust,  showing  where  it  was  taken  up  in  South  Ame- 
rica, as  at  P,  P,  and  where  it  was  found,  as  at  S,  S ;  the  part  of  the  line  in  dots  denoting  where  it  was  in  the  upper 
current,  and  the  unbroken  line  where  it  was  wafted  by  a  surface  current ;  also,  on  the  same  plate  is  designated  the 
part  of  the  South  Pacific  in  which  the  vapor-springs  for  the  Mississippi  rains  are  supposed  to  be.  The  hands  (|^p") 
point  out  the  direction  of  the  vapor-bearing  wind.  When  the  shading  is  light,  the  vapor  is  supposed  to  be  carried 
by  an  upper  current.     (See  p.  50,  et  seq.) 

Plate  V.  is  explanatory  of  the  Pilot  Charts  as  they  appear  when  published.  It  is  a  sample  of  them,  and  is  fully 
explained  at  p.  228. 

Plate  VI.  illustrates  the  manner  in  which  the  calculated  routes  to  and  from  Europe  for  each  month  (pp.  293, 
304),  and  the  calculated  routes  to  Rio  (pp.  330,  425)  are  got  out.  The  method  of  computing  these  routes,  and  the 
explanation  of  the  plate,  are  given  at  pp.  229-30. 

Plates  VII.  and  VIII.  are  drawings  of  Brooke's  Deep-Sea  Sounding  Apparatus,  which  is  fully  described  at  p.  1 29. 

Plate  IX.  illustrates  the  method  of  co-ordinating  for  the  Whale  Charts,  in  order  to  show  how  many  days  in  each 
month  for  each  district  have  been  spent  by  vessels  in  search  of  whales,  and  on  how  many  of  these,  days  whales  have 
been  seen.     It  is  fully  explained  at  p.  256. 

Plate  X.  is  the  type  of  a  class  of  gales  of  wind.  It  was  suggested  by  Lieut.  Porter,  and  exhibits  the  actual  path 
of  a  storm,  which  is  a  type  of  the  AVest  India  hurricanes.  Mr.  Redfield,  Col.  Reid,  and  others,  have  traced  out  the 
paths  of  a  number  of  such  storms.  All  storms  of  this  class  appear  to  make  for  the  Gulf  Stream ;  after  reaching  it, 
they  turn  about  and  follow  it  in  their  course. 

Mr.  Piddington,  of  Calcutta,  has  made  the  East  India  hurricanes,  which  are  similar  to  these,  the  object  of  special, 
patient,  and  laborious  investigation.  He  calls  them  cyclones,  and  has  elicited  much  valuable  information  concerning 
them,  which  may  be  found  embraced  in  his  Sailor's  Hornbook,  Conversations  about  Hurricanes,  and  numerous  papers 
published  from  time  to  time  in  the  Journal  of  the  Asiatic  Society.  (  Vide  pp.  115,  287.) 

Plates  XI.  and  XII.  afford  diagrams  of  the  steam  lanes  across  the  Atlantic  (p.  308),  and  of  the  computed  tracks 
or  routes  tabulated  at  pp.  293,  304,  and  pp.  330,  342,  365,  3T6,  389,  391,  403,  409,  418,  and  425. 

Plate  XIII.  is  a  sample  of  the  Whale  Charts  that  are  constructed  after  the  materials  for  it  have  been  co-ordinated 
in  the  manner  of  Plate  IX.     It  is  fully  explained  at  p.  286. 

Plates  XIV.  and  XV.  are  orographic  of  the  Atlantic  Ocean,  and  exhibit  completely  the  present  state  of  our 
knowledge  with  regard  to  the  elevations  and  depressions  in  the  bed  of  that  sea  ;  Plate  XV.  exhibiting  a  vertical 
section  of  the  Atlantic,  and  showing  the  contrasts  of  its  bottom  with  the  sea-level,  in  a  line  from  Mexico  across  Yuca- 
tan, Cuba,  San  Domingo,  and  the  Cape  de  Verde  Islands,  to  the  coast  of  Africa,  which  line  is  marked  A  on  Plate 
XIV.  The  first  and  darkest  shade  of  stippling — Plate  XIV. — going  from  the  shore,  represents  all  depths  of  less 
than  1,000  fathoms  ;  the  next,  of  more  than  1,000,  but  less  than  2,000  ;  the  next,  of  more  than  2,000,  but  less  than 
3,000,  and  so  on,  each  shade  representing  1,000  fathoms.  The  unshaded  place  south  of  Newfoundland  is,  probably, 
the  deepest  part  of  the  North  Atlantic.     (Vide  pp.  125,  130,  148,  153.) 

Plate  XVI.  shows  the  forms  of  clouds,  and  is  intended  to  enable  navigators  to  fill  up  properly  the  column  in  the 
abstract  log,  headed  Forms  and  Direction  of  Clouds.     They  are  named  according  to  Howard.     (  Vide  p.  19T.) 

Plate  XVII.  illustrates  many  phenomena  connected  with  the  Gulf  Stream,  and  the  general  movement  of  the 


EXPLANATION   OP  THE   PLATES.  XXIX 

water  in  tlie  North  Atlantic  Ocean.  It  shows  the  mean  place  of  the  Sargasso  Sea,  also  the  channel  way  of  the  Gulf 
Stream.  The  diagram  A  shows  a  thermometrical  profile  presented  by  cross  sections  of  the  Gulf  Stream,  according 
to  observations  made  by  thehydrographical  parties  of  the  United  States  Coast  Survey.  The  elements  for  this  diagram 
were  kindly  furnished  me  by  the  superintendent  of  that  work.  They  are  from  a  paper  on  the  Gulf  Stream,  read  by 
him  before  the  American  Association  for  the  Advancement  of  Science,  at  its  meeting  in  Washington,  1854.  Imagine 
a  vessel  to  sail  from  the  Capes  of  Virginia  straight  out  to  sea,  crossing  the  Gulf  Stream  at  right  angles,  and  taking 
the  temperature  of  its  waters,  both  at  the  surface  and  at  various  depths.  This  diagram  shows  the  elevation  and 
depression  of  the  thermometer  across  this  section,  as  they  were  actually  observed  by  such  a  vessel. 

The  black  lines  x,  y,  z,  in  the  Gulf  Stream,  show  the  course  which  those  threads  of  warm  waters  take.  The  lines 
a,  I,  show  the  route  that  the  unfortunate  steamer  San  Francisco  would,  according  to  calculation,  take  after  her 
terrible  disaster  in  December,  1853.     (Vide  pp.  88,  9t,  101,  108.) 

Plate  XVIII.  is  intended  simply  to  show,  in  a  very  general  way,  the  prevailing  quarter  of  the  winds,  the  calm 
belts,  and  some  of  the  principal  routes,  as  derived  from  the  series  of  investigations  illustrated  on  Plate  VI.  When 
the  cross  lines  representing  the  yards  are  oblique  to  the  keels  of  the  vessels  on  the  plate,  they  indicate  that  the  winds 
are,  for  the  most  part,  ahead;  when  perpendicular  or  square,  that  the  winds  are,  for  the  most  part,  fair.  The  figures 
on  or  near  the  diagrams  representing  the  vessels,  show  the  average  length  of  the  passage  in  days. 

The  arrows  denote  the  prevailing  quarter  of  the  wind  ;  they  are  supposed  to  fly  with  it;  so  that  the  wind  is  going 
as  the  arrows  point.  The  half-bearded  and  half-feathered  arrows  represent  monsoons  ;  and  the  stippled  or  shaded 
belts,  the  calm  zones. 

In  the  regions  on  the  polar  side  of  the  calms  of  Capricorn  and  of  Cancer,  where  the  arrows  are  flying  both  from 
the  northwest  and  the  southwest,  the  idea  intended  to  be  conveyed  is,  that  the  prevailing  direction  of  the  wind  is 
between  the  northwest  and  the  southwest,  and  that  their  frequency  is  from  these  two  quarters,  in  proportion  to  the 
number  of  arrows.     (  Vide  pp.  37,  38,  39.) 

Plate  XIX.  is  a  diagram  illustrative  of  the  general  circulation  of  the  ocean  as  induced  chiefly  by  changes  of 
temperature  as  well  as  difiFerences  of  temperature ;  it  also  shows  the  most  favorite  places  of  resort  to  the  whale.  Just 
west  of  South  America,  there  is  a  large  region  of  the  Pacific  which  seems  to  be  avoided  by  the  whales  as  well  as  by 
other  creatures.  Seamen  have  described  it  to  me  as  the  most  desolate  and  lifeless  part  of  the  ocean  through  which 
they  have  ever  passed.  Even  the  birds,  the  cape  pigeons  and  stormy  petrels,  and  others,  which  have  followed  them 
for  many  days,  disappear  here,  and  almost  all  signs  of  animation  cease.  It  is  traversed  by  the  homeward  bound 
vessels  from  Australia,  including  those  that  go  to  Peru  for  guano.  Captain  Leighton,  of  the  English  ship  Marion, 
in  an  abstract  log  kept  by  him,  on  a  voyage,  in  1855,  from  Australia  to  Callao,  and  returned  to  this  office,  thus  speaks 
of  it  :— 

"Between  the  positions  of  44°  and  39°  S.  and  122°  and  88°  W.  appeared  to  me  remarkably  desolate.  There 
was  nothing  seen  in  the  water  and  the  air,  which,  in  the  great  Southern  Ocean,  are  so  generally  alive  with  birds ; 
we  were  almost  deserted.  Those  desirable  companions,  the  cape  pigeons,  were  never  seen,  and  very  rarely  the  whale 
bird ;  but  the  universal  petrel  was  never  seen,  and  they  had  stuck  to  us  constantly  even  through  the  tropics.  Two 
or  three  albatrosses,  or  the  bird  like  and  next  in  size  to  it,  were  all  that  we  saw." 

The  attention  of  navigators  is  invited  to  this  place  and  circumstance,  for  I  should  be  glad  to  have  more  light 
upon  this  subject. 

Plate  XX. — Isotherms  for  March  and  September  in  North  and  South  Atlantic.  It  is  very  instructive,  and  shows  at 
a  glance  not  only  that  there  is  a  marked  difference  of  the  climates  of  countries  situated  at  equal  distances  from  the 
equator  north  and  south,  but  the  cause  of  that  difference.  The  isotherms  of  50°  and  60°  run  nearly  east  and  west 
across  the  South  Atlantic;  but  in  the  North,  they  run  northeast  with  the  Gulf  Stream.     (Vide  pp.  169,  248.) 

Plate  XXI.  has  for  its  object  to  present   the  average  ratio  of  fogs,  calms,  rains,  and  gales,  both  fair  and 


XXX  EXPLANATION  OF  THE  PLATES. 

adverse,  that  prevail  along  each  section  of  each  steam  laue,  p.  308.     These  lanes  run  nearly  east  and  west,  they  arc 

exhibited  in  the  Plate.     For  further  description  of  it  see  p.  314. 

divided  into  lengths  or  sections  of  5°,  and  the  conditions  of  the  weather  for  each  month  and  every  section  are 

Plate  XXII.  illustrates  the  tidal  waves  of  the  atmosphere  within  the  tropics,  and  shows  their  rise  and  fall  by  the 
barometer  at  Calcutta,  Madras,  and  Bombay,  in  comparison  with  the  daily  record  of  the  needle  at  Hobarton  and  St. 
Helena.  The  horizontal  lines  count  for  the  barometric  scale,  parts  of  inches ;  for  declination,  angular  spaces  in 
minutes  and  seconds  ;  for  inclination,  parts  of  the  force.  The  arrows  show  what  motions  and  ends  of  the  needle  are 
represented  when  the  curves  move  up  or  down.     (  Vide  p.  654.) 

Plate  XXIII. — Illustration  of  the  landmarks  under  foot,  which  mark  the  way  from  sea  to  Sandy  Hook,  is  fully 
explained  at  page  849. 


CONTENTS. 


CHAPTER   I. 
THE  ATMOSPHERE. 


The  Circulation  of  the  Atmosphere,  Plate  II.  p.  15 — Southeast  trade-wind  the  larger,  18 — The  offices  of  the  atmo- 
sphere, 21 — It  is  a  powerful  machine,  22 — Whence  come  the  rains  that  feed  the  great  rivers,  22 — How  vapor 
passes  from  one  hemisphere  to  the  other,  23 — Evaporation  greatest  about  latitude  17°-20°,  24 — The  rainy 
seasons,  25 — Rainless  regions,  27 — ^Why  mountains  have  a  dry  and  rainy  side,  27 — The  immense  fall  of  rain 
upon  the  western  Ghauts  in  India :  how  caused,  28 — Vapor  for  the  Patagonia  rains  comes  from  the  North 
Pacific,  28 — The  mean  annual  fall  of  rain,  29 — Evaporation  from  the  Indian  Ocean,  29 — Evidences  of  design,  30 
— Adaptations,  30. 

CHAPTER    II. 

RED  FOGS  AND  SEA  DUST. 

Tallies  on  the  wind,  p.  33 — Where  taken  up,  34 — Information  derived  from  sea  dust,  34 — Its  bearings  upon  the 
theory  of  atmospherical  circulation,  36 — Suggests  magnetic  agency,  3t. 

CHAPTER   III. 

THE  WIND. 

Monsoons,  p.  37 — Why  the  belt  of  southeast  is  broader  than  the  belt  of  northeast  trade-winds,  37 — Effects  of  deserts 
upon  the  trade-winds,  39 — At  sea,  the  laws  of  atmospherical  circulation  are  best  developed,  39 — Rain  winds, 
40 — Precipitation  on  land  greater  than  evaporation,  40 — The  place  of  supply  for  the  vapors  that  feed  the  Amazon 
with  rains,  40 — Monsoons  :  how  formed,  41 — Monsoons  of  the  Indian  Ocean,  41 — How  caused,  41 — IIow  the 
monsoon  season  may  be  known,  42 — Why  there  are  no  monsoons  in  the  South  Pacific,  42 — ^Why  the  trade-wind 
zones  are  not  stationary,  43 — The  calm  belts,  43 — The  westerly  winds,  44. 

CHAPTER    IV. 

ON  THE  GEOLOGICAL  AGENCY  OF  THE  WINDS. 

To  appreciate  the  offices  of  the  winds  and  waves,  Nature  must  be  regarded  as  a  whole,  p.  45 — The  Dead  Sea,  46 — 
The  effect  produced  by  the  upheaval  of  mountains  across  the  course  of  vapor-bearing  winds,  47 — The  Andes,  49 — 
Geological  age  of  the  Andes  and  Dead  Sea  compared,  51 — Rain  and  evaporation  in  the  Mediterranean,  53 — 
Evaporation  and  precipitation  in  the  Caspian  Sea,  equal,  54 — The  quantity  of  moisture  the  atmosphere  keeps 
in  circulation,  55 — Where  vapor  for  the  rains  that  feed  the  Nile  comes  from,  55 — Lake  Titicaca,  57. 


XXxii  "  C03SrTENTS. 


CHAPTER   V. 

THE  EQUATORIAL  CLOUD-RING. 

Equatorial  doldrums,  p.  68 — The  offices  performed  by  clouds  in  the  terrestrial  economy,  59 — The  barometer  and 
thermometer  under  the  cloud-ring,  60 — How  its  vapors  are  brought  by  the  trade-winds,  63 — Breadth  of  the 
cloud-ring,  63 — How  it  would  appear  if  seen  from  one  of  the  planets,  64 — Observations  at  sea,  interesting,  64. 

CHAPTER   VI. 

THE  SALTS  OF  THE  SEA. 

What  the  salt  in  sea  water  has  to  do  with  currents,  p.'  65 — Coral  islands,  67 — What  would  be  the  effect  of  no  system 
of  circulation  for  sea  water,  68 — Its  components,  68 — The  principal  agents  from  which  dynamical  force  in  the 
sea  is  derived,  69 — Sea  and  fresh  water  have  different  laws  of  expansion,  TO — The  Gulf  Stream  could  not  exist 
in  a  sea  of  fresh  water,  TO — The  effect  of  evaporation  in  producing  currents,  Tl — How  the  Polar  Sea  is  supplied 
with  salt,  T3 — The  influence  of  under  currents  upon  open  water  in  the  Frozen  Ocean,  T4 — The  influence  exerted 
by  shell-fish  upon  currents,  T5 — They  assist  in  regulating  climates,  T6 — How  sea-shells  and  salts  act  as  com- 
pensations in  the  machinery  by  which  oceanic  circulation  is  conducted,  TT — Reasons  for  supposing  that  the 
sea  was  made  salt  "in  the  beginning,"  T8. 

CHAPTER   VII. 

CURRENTS  OF  THE  SEA. 

Governed  by  laws,  p.  80 — The  inhabitants  of  the  sea  the  creatures  of  climate,  80 — First  principles,  81 — Currents  of 
the  Red  Sea,  81 — How  an  under  current  from  it  is  generated,  82 — Why  the  Red  Sea  is  not  salting  up,  83 — 
Mediterranean  currents,  84 — Currents  of  the  Indian  Ocean,  88 — A  Gulf  Stream  along  the  coast  of  China,  88 — 
Points  of  resemblance  between  it  and  the  Gulf  Stream  of  the  Atlantic,  88 — Geographical  features  unfavorable 
to  large  icebergs  in  the  North  Pacific,  89 — Arguments  in  favor  of  return  currents,  because  sea  water  is  salt,  90 
— Currents  of  the  Pacific,  90 — Discovery  of  an  immense  body  of  warm  water  drifting  south,  91 — Currents  about 
the  equator,  91 — Under  currents:  proof  of,  afforded  by  deep-sea  soundings,  92 — Currents  caused  by  changes 
in  specific  gravity  of  sea  water,  93 — The  great  equatorial  current  of  the  Atlantic,  93 — The  Cape  St.  Roque 
current  not  a  constant  current,  94. 

CHAPTER  VIII. 

THE  GULF  STREAM. 

Its  color,  p.  95 — The  Sargasso  Sea,  9T— Galvanic  properties  of  Gulf  Stream  water,  100 — Agents  that  make  water 
in  one  part  of  the  sea  heavier  than  in  another,  101 — Temperature  of  the  Gulf  Stream,  102 — Why  the  drift 
matter  of  the  Gulf  Stream  is  sloughed  off  to  the  right  of  its  course,  103 — Currents  run  along  arcs  of  great 
circles,  105 — Dynamical  force  derived  from  changes  of  temperature,  106 — Limits  of  the  Gulf  Stream  for  March 
and  September,  lOT — A  cushion  of  cold  water  between  the  bottom  of  the  sea  and  the  waters  of  the  Gulf  Stream, 
lOT— It  runs  up  hill,  108. 


CONTENTS.  XXX  Ul 


CHAPTER    IX. 

INFLUENCE  OF  THE  GULF  STREAM  UPON  CLIMATES. 

The  sea  a  part  of  a  grand  machine,  p.  113 — Influence  of  the  Gulf  Stream  upon  the  meteorology  of  the  sea,  114 — 
Dampness  of  climate  of  England  due  to  it,  115 — The  pole  of  maximum  cold,  115 — Gales  of  the  Gulf  Stream, 
115 — Influence  of  the  Gulf  Stream  upon  commerce  and  navigation,  117 — Thermal  navigation,  119. 

CHAPTER   X. 

THE  DEPTHS  OF  THE  OCEAN. 

The  depth  of  blue  water  unknown,  p.  121 — Besnlts  of  former  methods  of  deep-sea  soundings  not  entitled  to  confidence, 
122 — The  deepest  soundings  reported,  123 — Plan  adopted  in  the  American  Navy,  124 — Why  the  sounding-twine 
will  not  stop  running  out  when  the  plummet  reaches  bottom,  126 — Indications  of  under  currents,  126 — Sound- 
ings to  be  made  from  a  boat,  128 — Brooke's  deep-sea  sounding  apparatus,  129 — Rate  of  descent,  132 — The 
greatest  depths  at  which  bottom  has  been  found,  153. 

CHAPTER    XI. 

THE  BASIN  OF  THE  ATLANTIC. 

Height  of  Chimborazo  above  the  bottom  of  the  sea,  p.  153 — the  deepest  place  in  the  Atlantic,  154 — The  utility  of 
deep-sea  soundings,  154 — A  microscopic  examination  of  them,  155 — Brooke's  deep-sea  lead  presents  the  sea  in 
a  new  light,  158 — The  agents  at  work  upon  the  bottom  of  the  sea,  158 — How  the  ocean  is  prevented  from 
growing  Salter,  160 — Knowledge  of  our  planet  to  be  derived  from  the  bottom  of  the  sea,  160. 

CHAPTER    XII. 

THE  CLIMATE  OF  THE  OCEAN. 

Gulf  Stream  a  milky  way,  p.  161 — The  hottest  months  in  the  sea,  162 — A  line  of  invariable  temperature,  165 — How 
the  western  half  of  the  Atlantic  is  heated  up,  165 — How  the  cold  waters  from  Davis'  Straits  press  upon  the  Gulf 
Stream,  168 — How  the  different  isotherms  travel  from  north  to  south  with  the  seasons,  169 — The  polar  and  equa- 
torial drift,  169. 

CHAPTER    XIII. 

THE  DRIFT  OF  THE  SEA. 

Plate  XIX.  p.  110— The  polar  drift  about  Cape  Horn,  171— How  the  polar  waters  in  the  South  Atlantic  force  the 
equatorial  aside,  172 — A  harbor  for  icebergs,  173 — Drift  of  warm  waters  out  of  the  Indian  Ocean,  176— The 
opinion  of  Lieut.  Jansen,  of  the  Dutch  Navy,  176 — A  current  of  warm  water  sixteen  hundred  miles  wide,  176 — 
The  pulse  of  the  sea,  176— The  circulation  of  the  sea  likened  to  that  of  the  blood,  177— Number  of  vessels 
engaged  in  the  fisheries  of  the  sea,  179 — The  sperm  whale,  179 — The  torrid  zone  impassable  to  the  right  whale, 
179. 

E 


XXXIV  CONTENTS. 

MARITIME  CONFERENCE  AT  BRUSSELS. 

Origin  and  objects  of,  p.  182 — Abstract  loo,  columns  for,  184 — Explanation  of,  184 — Form  of,  191 — How  to  be 
kept,  195 — Report  of  Conference,  200 — Members  of,  205 — Another  conference  wanted,  206 — The  most  im- 
portant objects  and  hours  for  observation,  208 — A  new  leaf — Marine  meteorology,  208 — Accurate  instruments, 
importance  of,  209 — Co-operation  in  India,  210 — New  barometers  and  accurate  thermometers,  how  and  where 
obtained,  210 — Nations  co-operating  in  this  system  of  research,  211.* 

The  Track  Charts,  p.  212. 

The  Trade-Wind  Charts. — N.  E.  and  S.  E.  trades,  p.  213 — Belt  of  calms,  217— Letter  to  Baron  Von  Gerolt,  221. 

The  Pilot  Charts,  p.  226 — How  to  find  the  best  route,  229. 

The  Thermal  Charts,  p.  233 — Banks  and  bottom  of  the  Gulf  Stream,  235 — Movements  of  isotherms,  243 — Subma- 
rine mountains,  245 — Gulf  weed  and  light  drift  cannot  cross  the  Gulf  Stream,  24T — It  is  roof-shaped,  24T — Phy- 
sical relation  between  shore-lines,  248. 

Storm  and  Rain  Charts. — Moon  without  iniluence  upon  trade-winds,  250 — Rain,  fog,  thunder,  and  lightning  to  be 
always  recorded  in  log,  251. 

The  Whale  Charts,  p.  252. — N.  W.  passage  indicated  by  whales,  254 — Spitzbergen,  new  whaling  ground,  255 — 
Temperature  of  the  sea  there,  256. 

Letters  from  Whalemen. — Daniel  McKenzie,  p.  257 — Capt.  Post  on  the  spermaceti  whale,  260 — Capt.  Crocker, 
270— Capt.  Chappel,  276— Capt.  Roys,  277— Capt.  Rose,  278— Mr.  Havens,  of  Sag  Harbor,  282— Diagram  on 
Whale  Chart,  explanation,  286. 

Physical  Chart  of  the  Sea,  p.  287. 

Gales  of  the  Gulf  Stream,  p.  287 — Typhoons  and  extra-tropical  gales,  288. 

Routes  to  and  from  Europe,  p.  289 — The  Hartshorne  shoals,  290 — The  best  route  between  America  and  Europe. 
291 — Ditto  for  each  month  to  Europe,  293 — Ditto  for  each  month  to  America,  298 — Opinions  of  shipmasters, 
305 — Explanation  of  the  route  tables,  306 — Average  length  of  passages  and  distance  to  and  from  Europe,  308. 

Steam  Lanes  across  the  Atlantic,  p.  308 — Letter  from  the  merchants  of  Boston,  310 — Gales,  fogs,  calms,  and 
rains  along  each  lane,  314 — Distance  by  each  lane,  316 — Letter  to  American  Chamber  of  Commerce  of  Liver- 
pool, 316 — Advantages  to  accrue  to  sailing  vessels  from  adoption  of  the  lanes,  319. 

Passage  to  New  Orleans,  Capt.  Berry,  p.  321. 

CoATZACOALcos  RivER,  Capt.  Foster,  p.  322. 

From  Cape  de  Verde  to  Coast  of  Africa,  Lieut.  Porter's  letter,  p.  323. 

General  Remarks  on  the  Passage  to  Ports  beyond  the  Equator,  p.  324 — Average  passage  by  the  old  route,  827 
— The  turning  point  to  the  line,  328— Best  routes  to  Rio,  830 — Ditto  for  December,  330 — Ditto  for  January, 
342 — Crossing  the  line  west  of  32°,  852 — Commodore  Mervine's  experience,  853 — Difficulties  in  the  way  of 
navigators,  354 — Route  for  February,  S65 — Ditto  for  March,  376 — A  suggestion  which  holds  good  the  year 
round,  379 — Difficulties  of  crossing  the  doldrums  far  to  the  eastward,  example,  383-4 — Route  for  April,  389 — 
Where  to  cross  20°  North,  394— Route  for  May,  397— Bad  advice,  400— Route  to  Rio  for  June,  403— Ditto 
for  July  for  fast  vessels,  409 — Head  winds  to  be  expected  by  any  route,  410 — Route  to  Rio,  No.  2,  for  July, 


*  See  Introduction. 


COKTKNTS.  -  XXXV 

412 — for  August,  418 — Falling  to  leeward  by  going  too  far  east  to  cross  the  doldrums,  421 — Passing  St.  Boqne 
in  August,  424 — Route  to  Rio  in  September,  425 — Captain  Sinclair's  remarks,  426 — Tide  rips  subject  of  special 
inquiry,  449 — Tracks  to  Rio  (Plates  XI.  and  XII.)  illustrated,  450 — Current  off  St.  Roque,  453 — How  to  pass 
the  Cape,  454 — Monthly  crossings  by  the  new  route,  456 — Ditto  by  the  old  and  middle  route,  468 — Splitting 
the  difference,  4t0 — Where  to  cross  the  calms,  471 — Average  by  the  new,  middle  and  old  routes,  41 2 — Actual 
and  computed  tracks,  agreement  of,  473 — Average  monthly  gain  by  new  route,  474 — Feom  Europe  to  the 
Equatoe,  475 — Monthly  crossings,  476 — Where  to  cross  30°  N.,  479 — Emigrant  ships,  the  best  course,  480. 

Passage  Abound  Cape  Hoen. — Letter  from  Capt.  Bryson,  p.  481 — Letter  from  Capt.  Smyley,  483 — Letter  from 
Capt.  Linnell,  489 — How  to  proceed,  500 — A  port  of  refuge  near  the  cape,  502 — Tracks  around  Cape  Horn,  503 
— Tables  of  crossings,  617 — Best  season  for  doubling  the  cape,  623. 

Sailing  Directions  for  Straits  of  Magellan,  by  Lieut.  Thos.  S.  Phelps,  U.  S.  N.,  p.  624 — The  U.  S.  ship  Deca- 
tur's passage  through,  625. 

The  Barometer  off  Cape  Horn,  p.  635 — Opinions  of  navigators,  637 — Importance  of  accurate  barometers,  638. 

Baeometric  Anomalies,  p.  640 — Mean  monthly  height,  643 — Kamtz'  meteorology,  643 — Capt.  Bailey  of  United 
States  ship  St.  Mary's,  646 — Observations  on  board  of  her,  648— Unexplained  physical  phenomena,  649 — Tide 
rips  and  colored  water,  649 — Barometric  tides  of  the  torrid  zone,  651 — Observations  by  Capt.  Crocker,  653 — 
Barometric  tides ;  Humboldt  and  Col.  Sykes,  654. 

Route  to  California,  p.  654 — A  long  calm,  655 — Where  the  S.  E.  trades  are  lost,  658 — Directions  and  suggestions, 
659 — From  50°  S.  to  the  equator-crossings,  661 — Discussion  of  the  table,  669 — The  best  month  and  shortest 
passages,  673 — A  more  westerly  crossing  suggested,  674 — Table  of  passages  to  California,  675 — Crossings 
between  110°  and  115°  W.,  678— Ditto  between  115°  and  120°  W.,  680— Monthly  averages,  682— Shortest 
passages  for  each  month,  685 — The  western  route  from  the  cape  to  California,  686 — The  shortest  passage  pos- 
sible, 687 — Average  passages  before  and  since  January,  1854,  688 — Time  gained,  689. 

From  Panama  to  California,  p.  689 — More  abstract  logs  wanted,  690 — Landmarks  afforded  by  the  kelp,  693. 

Routes  between  California  and  Asia,  p.  693 — The  Island  of  Ousima,  697 — Where  to  cross  long.  180°,  701. 

Routes  between  California  and  Australia,  p.  702 — Distance,  703 — Calms  and  trades  told  by  barometer,  704 — 
An  example,  705. 

Caufornia  TO  Callao,  p.  707 — What  navigators  must  do  to  understand  routes,  708 — Information  wanted,  713 — 
Table  of  crossings,  714.  / 

Japan,  p.  722 — Sailing  directions  for  Yedo  by  Lieut.  Wm.  L.  Maury,  722 — Ditto  for  Simoda  by  same,  724 — Port 
regulations,  727 — Sailing  directions  for  Napha,  by  Lieut.  Silas  Bent,  728 — Ditto  for  Port  Melville  by  the  same, 
730 — Ditto  for  Hakodadi,  by  Lieut.  Wm.  L.  Maury,  731 — Japanese  port  regulations,  733 — From  Hong-Kong 
TO  Shanghai,  by  Capt.  Potter,  734. 

From  Europe  and  United  States  to  Australia, "^  p.  736— Great  circle  route  to  Australia,  737— The  usual  place  of 
crossing  30°  S.  in  the  Atlantic,  738 — Various  routes  thence,  739 — Advice  to  Australian  bound  vessels,  740 — 
Lieut.  Jansen's  diagram,  741 — An  anomaly  in  the  S.  E.  trades  of  the  Atlantic,  742 — How  far  vessels  for  Aus- 
tralia should  follow  the  route  to  Rio,  743 — The  Admiralty  route,  743— Icebergs,*  744 — Objections  to  the  Admi- 
ralty route,  745 — Crossings  from  St.  Roque  to  Australia  south  of  40°,  746 — Crossings  and  time  by  the  Admiralty 
route,  748 — Difference  in  favor  of  new  route,  748 — Contrast  and  illustration,  750 — Newspaper  account  of  Flying- 


•  Vide  p.  850. 


XXXVl  CONTENTS. 

Scud's  passage,  119 — For  "6,420,"  read  4,620,  miles  in  16  days,  180 — Saving  of  time  made  in  the  passage  to 
Australia,  192 — Average  and  comparison  of  362  passages,  192 — Saving  in  money,  193 — ^What  vessels  that  use 
these  Charts  gain  on  this  voyage,  194 — Prediction  and  performance,  195 — Letter  from  Capt.  Griffin,  196. 

From  Australia  to  Caklao,  p.  800. 

From  Australia  around  Cape  Horn,  p.  802 — Admiralty  route  home  abandoned,  803 — Faulty  sailing  directions,  805. 

From  Australia  to  China,  p.  805 — Abstract  log  of  Queen  of  the  East,  806. 

Route  to  India,  p.  808 — Want  of  abstract  logs,  809 — Great  circle  to  Java  Head,  810 — Piddington  and  others,  812 
— Winds  and  currents  between  Singapore  and  Batavia,  813. 

From  China  and  Japan  to  Valparaiso,  p.  815 — Statement  of  distances,  811 — The  best  route,  818. 

From  Valparaiso  to  Calcutta,  p.  819 — From  Sandwich  Islands  to  California,  819 — Influence  of  islands  upon  the 
trade-winds,  820 — Capt.  Patty's  trips  and  logs,  822. 

From  Sandwich  Islands  Home,  p.  828 — How  to  proceed  from  one  system  of  trades  to  another,  830. 

Steam  Route,  via  Cape  Op  Good  Hope  to  Australia,  p.  834 — Lieut.  Porter's  experience,  831 — From  the  Cape 
to  Australia,  838. 

Steam  Route  from  Australia  to  Panama,  p.  841 — Abstract  log  of  the  steamship  Golden  Age,  842 — Lieutenant 

Porter's  remarks  upon  this  route,  845. 
From  California  to  Valparaiso,  p.  846. 
From  Sea  to  Sandy  Hook,  p.  841. 

A  Last  Word,  p.  855. 

Observations  with  the  Hydrometer  wanted,  p.  855. 

The  sky  and  dews  of  South  Pacific,  p.  855. 

The  cruise  of  a  bottle  in  the  Indian  Ocean,  p.  856. 

Ice  on  the  Australia  route,  p.  856. 

The  Gertrude*s  log,  p.  851. 

A  new  group  of  islands  in  the  way  to  Australia,  p.  862. 

Professor  Chapman  and  the  salts  of  the  sea,  p.  862. 

Capt.  Foster's  abstract  log,  p.  863. 

Conditions  upon  which  the  Wind  and  Current  Charts  are  furnished  to  Navigators,  p.  864. 
General  order,  p.  864. 
|j^~  Fill  up  your  columns,  p.  865. 
Form  of  receipt,  p.  866. 

Names  of  the  Officers  employed  in  the  Construction  of  the  Wind  and  Current  Charts,  p.  861. 

List  of  the  Wind  and  Current  Charts  published  and  to  be  published,  p.  868. 


SCrTHE  ATTENTION  OF  OTTICEBS  OF  THE  NAVY  IS  ESPECIALLY  SEftTTESTED  TO  PP.  124,  135,  848,  AND  864. 


THE  WIND  AND  CUREENT  CHARTS. 


The  great  demand  among  seamen  for  these  Charts,  and  the  interest  they  have  excited  among  philoso- 
phers, make  it  proper  to  give  some  account  of  their  origin  and  progress.  We  will  also  take  a  survey  of 
the  field  of  research  from  which  these  Charts  have  been  gathered,  and  show  the  steps  that  have  been  taken 
to  occupy  it  with  laborers. 

This  seems  to  be  the  more  proper,  since  I  hope,  by  giving  such  an  account,  to  impress  with  the 
importance  of  the  undertaking,  seafaring  men,  and  others  who  have  it  in  their  power  to  facilitate  the  work. 

"  In  the  present  condition  of  the  surface  of  our  planet,"  says  Baron  Humboldt,  the  most  celebrated 
philosopher  of  the  age,  "  the  area  of  the  solid  is  to  that  of  the  fluid  parts  as  1  to  2  J  (according  to  Eigaud,  as 
100  to  270).  The  islands  form  scarcely  j'^  of  the  continental  masses,  which  are  so  unequally  divided  that 
they  consist  of  three  times  more  land  in  the  northern  than  in  the  southern  hemisphere ;  the  latter  being, 
therefore,  pre-eminently  oceanic.  From  40°  south  latitude,  to  the  antarctic  pole,  the  Earth  is  almost 
entirely  covered  with  water.  The  fluid  element  predominates  in  like  manner  between  the  eastern  shores 
of  the  old,  and  the  western  shores  of  the  new  continent,  being  only  interspersed  with  some  few  insular 
groups.  The  learned  hydrographer,  Fleurieu,  has  very  justly  named  this  vast  oceanic  basin  which,  under 
the  tropics,  extends  over  145°  of  longitude,  the  Great  Ocean,  in  contradistinction  to  all  other  seas.  The 
southern  and  western  hemispheres  (reckoning  the  latter  from  the  meridian  of  Teneriffe)  are,  therefore,  more 
rich  in  water  than  any  other  region  of  the  whole  earth. 

"These  are  the  main  points  involved  in  the  consideration  of  the  relative  quantity  of  land  and  sea, 
a  relation  which  exercises  so  important  an  influence  on  the  distribution  of  temperature,  the  variation  in 
atmospheric  pressure,  the  direction  of  the  winds,  and  the  quantity  of  moisture  contained  in  the  air,  with 
■which  the  development  of  vegetation  is  so  essentially  connected.  When  we  consider  that  nearly  three- 
fourths  of  the  upper  surface  of  our  planet  are  covered  with  water,  we  shall  be  less  surprised  at  the  imper- 
fect condition  of  meteorology  before  the  beginning  of  the  present  century;  since  it  is  only  during  the 
subsequent  period  that  numerous  accurate  observations  on  the  temperature  of  the  sea  at  different  latitudes, 
and  at  different  seasons,  have  been  made  and  numerically  compared  together." — HumholdCs  Cosmos. 

"  I  beg  you  to  express  to  Lieut.  Maury,  the  author  of  the  beautiful  Charts  of  the  Winds  arid  Currents, 

prepared  with  so  much  care  and  profound  learning,  my  hearty  gratitude  and  esteem.    It  is  a  great 

undertaking,  equally  important  to  the  practical  navigator  and  for  the  advance  of  meteorology  in  general. 

It  has  been  viewed  in  this  light  in  Germany  by  all  persons  who  have  a  taste  for  physical  geography.    In 

1 


i  THE  WIND  AND  CURRENT  CHARTS. 

an  analogous  way,  my  theory  of  isothermal  lines  (equal  annual  temperature)  has  for  the  first  time  become 
really  fruitful,  since  Dove  has  taught  us  the  isotherms  of  the  several  months  chiefly  on  the  land ;  since 
two-thirds  of  the  atmosphere  rest  upon  the  sea,  Maury's  work  is  so  much  the  more  welcome  and 
valuable,  because  it  includes  at  the  same  time  the  oceanic  currents,  the  course  of  the  winds,  and  the 
temperature.  How  remarkable  are  the  relations  of  temperatures,  in  Sheet  No.  2,  South  Atlantic,  east  and 
west  of  longitude  40 ;  how  much  would  this  department  of  meteorology  gain  if  it  were  filled  up  according 
to  Maury's  proposition  to  Commodore  Lewis  Warrington  concerning  the  Abstract  Log.  The  shortening  of 
the  voyage  from  the  United  States  to  the  equator,  is  a  beautiful  result  of  this  undertaking.  The  bountiful 
manner  in  which  these  Charts  are  distributed  raises  our  expectations  still  higher." — Baron  Von  Humboldt 
to  Dr.  Flilgel,  U.  S.  Consul,  Leipsic. 

It  is  not  for  the  benefit  of  navigation  alone,  that  seamen  are  invited  to  make  observations,  and  collect 
materials  for  the  Wind  and  Current  Charts;  other  great  interests  besides  those  of  commerce,  have  their 
origin  in  the  ocean,  or  the  air ;  and  these  interests  are  doubtless  to  be  advanced  as  we  gain  knowledge  of 
the  laws  which  govern  the  circulation  of  the  atmosphere,  and  regulate  the  movements  of  the  aqueous 
portions  of  our  planet. 

The  agricultural  capacities  of  any  place,  are  as  dependent  upon  the  hygrometrical,  as  they  are  upon 
the  thermometrical  condition  of  the  atmosphere.     This  is  obvious,  and  easil}'  illustrated. 

Each  kind  of  plant  requires,  for  its  most  perfect  development,  a  certain  degree  of  moisture,  and  the 
winds  which  bring  that  moisture  can  get  it  only  from  the  sea,  or  other  evaporating  surfaces. 

It  is  often  argued,  because  wine,  olives,  or  other  products  are  raised  on  a  given  parallel  of  latitude, 
that  they  should  be  produced  upon  the  same  parallel  wherever  the  proper  soil  is  to  be  found ;  but  the 
route  which  the  winds  from  the  ocean  take  in  reaching  the  supposed  parallel,  should  not  be  overlooked. 

Virginia  and  California  are  between  the  same  parallels,  yet  how  different  their  agricultural  resources, 
the  character  and  flavor  of  their  fruits !  all  owing,  not  so  much  to  difference  of  soil,  as  to  the  way  the 
winds  blow,  the  quantity  of  moisture  they  bring,  the  proportion  of  clouds  and  sunshine  allotted  to  each 
place. 

The  system  of  researches  embraced  by  the  Wind  and  Current  Charts,  therefore,  concern  the  philoso- 
pher and  the  husbandman,  as  well  as  the  mariner,  the  merchant,  and  the  statesman. 

A  wider  field,  or  one  more  rich  with  promise,  has  never  engaged  the  attention  of  the  philosopher. 
Though  so  often'frequented,  it  has  never  been  explored,  if  by  exploration  we  mean  collecting  and  grouping, 
with  the  view  of  tracing,  in  the  true  spirit  of  inductive  philosophy,  fact  into  effect,  and  effect  up  to  cause, 
all  those  phenomena  which  mariners  observe  in  connection  with  the  ocean  and  the  air  above  it. 

The  mariner,  therefore,  when  he  is  making  and  recording  out  at  sea,  an  observation  in  connection  with 
these  Charts,  should  always  remember  that  upon  the  fidelity  of  the  observation  and  the  record,  depends 
the  ability  of  the  Philosopher  to  read  aright  the  workings  of  those  physical  agents  that  are  employed  to 
produce,  in  the  grand  scheme  of  creation,  those  results  which  are  the  subjects  of  his  observations. 

The  wind  and  rain ;  the  vapor  and  the  cloud ;  the  tide,  the  current,  the  saltness,  depth,  warmth  and 


THE  FIELD  OF   RESEARCH.  8 

color  of  the  sea;  the  shade  of  the  sky;  the  temperature  of  the  air;  the  tint  and  form  of  the  clouds;  the 
height  of  the  tree  on  the  shore,  the  size  of  its  leaves,  the  brilliancy  of  the  flowers ; — each  and  all  may  be 
regarded  as  the  exponent  of  certain  physical  combinations,  and,  therefore,  as  the  expression  in  which 
Nature  chooses  to  announce  her  meaning,  or  the  language  in  which  she  writes  the  operation  of  her  laws. 
To  understand  that  language,  and  to  interpret  aright  those  laws,  is  the  object  of  the  undertaking  which 
those  who  co-operate  with  me  have  in  hand.  To  those  who  tread  the  walks  of  inductive  philosophy,  no 
fact  gathered  in  such  a  field  as  this  can  come  amiss ;  for,  in  the  handbook  of  Nature,  every  such  fact  is  a 
syllable ;  and  it  is  by  patiently  collecting  fact  after  fact,  and  by  joining  syllable  after  syllable,  that  we  may 
finally  hope  to  read  with  understanding  in  the  great  volume  which,  in  sea  and  air,  is  continually  spread 
out  before  sailor  and  philosopher. 

Dr.  Buist,  a  learned  and  eminent  savant  of  India,  has  drawn  a  beautiful  picture  of  our  field  of  research. 
In  the  report  on  the  affairs  of  the  "  Bombay  Geographical  Society,"  presented  by  the  Secretary  at  the 
annual  meeting,  in  May,  1850,  he  remarks :  "  The  Assistant  Secretary  of  your  Society,*  Mr.  Macfarlane, 
has  made  considerable  progress  in  the  construction  of  Wind  and  Current  Charts,  founded  on  the  informa- 
tion supplied  by  ships'  logs  and  on  the  principle  of  Lieutenant  Maury.  It  is  more  than  probable  that, 
besides  the  currents  occasioned  by  the  trade-winds,  monsoons,  and  set  of  the  tides,  we  have  a  group  of 
movements  intermingled  with  those  dependent  mainly  on  evaporation.  When  it  is  remembered  that  on 
the  western  shore  of  the  Arabian  Sea,  including  in  this  the  Eed  Sea  and  Persian  Gulf,  from  the  line  north- 
ward, we  have  an  expanse  of  coast  of  not  less  than  6,000  miles,  and  a  stretch  of  country  of  probably  not 
less  than  100  miles  inland  from  this,  where  the  average  fall  of  rain  does  not  amount  to  four  inches 
annually,  where  not  one-half  of  this  ever  reaches  the  sea,  and  where,  to  the  best  of  our  knowledge,  the 
evaporation  over  the  ocean  averages  at  least  a  quarter  of  an  inch  daily,  all  the  year  round,  or  close  on 
eight  feet  annually,  some  idea  of  the  enormous  abstraction  of  water  in  the  shape  of  vapor  may  be  formed. 
On  the  assumption  that  this  extends  no  further,  on  an  average,  than  50  miles  out  to  sea,  we  shall  have  no 
less  than  39  cubic  miles  of  water  raised  annually  in  vapor  from  the  northern  and  northwestern  side  of  the 
basin,  which  must  be  supplied  from  the  open  ocean  on  the  south  or  the  rain  on  the  east.  The  fall  of  rains 
on  the  western  side  of  the  ridge  of  the  mountain  chain,  from  Cape  Comorin  to  Cutch,  averages  pretty 
nearly  180  inches  annually,  and  of  this,  at  least  160  is  carried  off"  to  the  sea;  that  on  the  Concan  to  70 
inches,  of  which  probably  30  flow  off  to  the  ocean  ;  or  betwixt  the  two,  over  an  area  of  twenty  miles  from 
the  sea-shore  to  the  Ghauts,  and  about  1,200  miles  from  the  north  to  the  south,  or  an  area  of  24,000  square 
miles  in  all,  we  shall  probably  have  an  average  discharge  of  nine  feet,  or  close  on  forty  cubic  miles  of 
water — an  amount  sufficient,  were  it  not  diff'used,  to  raise  th'e  sea  on  our  shores  three  feet  high,  over  an 
area  of  72,000  square  miles. 

"  The  waters  of  the  ocean  cover  nearly  three-fourths  of  the  surface  of  the  globe ;  and  of  the  thirty- 
eight  millions  of  miles  of  dry  land  in  existence,  twenty-eight  millions  belong  to  the  northern  hemisphere. 


*   Vide  Transactions  Bombay  Geographical  Society,  Vol.  IX.  18-50,  p.  80,  et  seq. 


4  THE  WIND  AND  CURRENT  CHARTS. 

The  mean  depth  of  the  ocean  is  somewhere  about  four  miles — the  greatest  depth  the  sounding-line  has 
ever  reached  is  five  and  a  quarter  miles.*  The  mean  elevation  of  the  land,  again,  is  about  one  thousand 
feet — the  highest  point  known  to  us,  is  nearly  as  much  above  the  level  of  the  sea,  as  the  great  depth  that 
has  been  measured  is  below  it.  The  atmosphere,  again,  surrounds  the  earth  like  a  vast  envelop;  its 
depth,  by  reason  of  the  tenuity  attained  by  it,  as  the  superincumbent  pressure  is  withdrawn,  is  unknown 
to  us — but  is  guessed  at  somewhere  betwixt  fifty  and  five  hundred  miles.  Its  weight,  and  its  constituent 
elements,  have  been  determined  with  the  utmost  accuracy.  The  weight  of  the  mass  is  equal  to  that  of  a 
solid  globe  of  lead  sixty  miles  in  diameter.  Its  principal  elements  are  oxygen  and  nitrogen  gases,  with  a 
vast  quantity  of  water  suspended  in  them  in  the  shape  of  vapor,  and  commingled  with  these  a  quantity  of 
carbon  in  the  shape  of  fixed  air,  equal  to  restore  from  its  mass  many  fold  the  coal  that  now  exists  in  the 
world.  In  common  with  all  substances,  the  ocean  and  the  air  are  increased  in  bulk,  and  consequently 
diminished  in  weight,  by  heat;  like  all  fluids,  they  are  mobile,  tending  to  extend  themselves  equally  in  all 
directions,  and  to  fill  up  depressions  in  whatever  vacant  space  will  admit  them ;  hence,  in  these  respects, 
the  resemblance  betwixt  their  movements.  Water  is  not  compressible  or  elastic,  and  it  may  be  solidified 
into  ice  or  vaporized  into  steam ;  the  air  is  elastic — it  may  be  condensed  to  any  extent  by  pressure,  or 
expanded  to  an  indefinite  degree  of  tenuity  by  pressure  being  removed  from  it;  it  is  not  liable  to  undergo 
any  change  in  its  constitution  beyond  these,  by  any  of  the  ordinary  influences  by  which  it  is  affected. 
These  facts  are  few  and  simple  enough — let  us  see  what  results  arise  from  them.  As  the  constant  expo- 
sure of  the  equatorial  regions  of  the  Earth  to  the  Sun  must  necessarily  here  engender  a  vast  amount  of 
heat — and  as  his  absence  from  the  polar  regions  must  in  like  manner  promote  an  infinite  accumulation 
of  cold — to  fit  the  entire  Earth  for  a  habitation  to  similar  races  of  beings,  a  constant  interchange  and 
communion,  betwixt  the  heat  of  the  one  and  the  cold  of  the  other,  must  be  carried  on.  The  ease  and 
simplicity  with  which  this  is  effected,  surpass  all  description.  The  air,  heated  near  the  equator  by  the 
overpowering  influences  of  the  Sun,  is  expanded  and  lightened ;  it  ascends  into  upper  space,  leaving  a 
partial  vacuum  at  the  surface  to  be  supplied  from  the  regions  adjoining.  Two  currents  from  the  poles 
towards  the  equator  are  thus  established  at  the  surface,  while  the  sublimated  air,  diffusing  itself  by  its 
mobility,  flows  in  the  upper  regions  of  space  from  the  equator  towards  the  poles.  Two  vast  whirlpools  are 
thus  established,  constantly  carrying  away  the  heat  from  the  torrid  towards  the  icy  regions,  and  these 
becoming  cold  by  contact  with  the  ice,  carry  back  their  gelid  freight  to  refresh  the  torrid  zone.  Did  the 
Earth,  as  was  long  believed,  stand  still  while  the  sun  circled  around  it,  we  should  have  had  two  sets  of 
meridional  currents  blowing  at  the  surface  of  the  Earth,  directly  from  north  and  south,  towards  the 
equator,  in  the  upper  regions  flowing  back -again  to  the  place  whence  they  came.  On  the  other  hand, 
were  the  heating  and  cooling  influences  just  referred  to,  to  cease,  and  the  Earth  to  fail  in  impressing  its 
own  motion  on  the  atmosphere,  we  should  have  a  furious  hurricane  rushing  round  the  globe,  at  the  rate 


*  Lieutenant  Walsh,  U.  S.  N.,  while  co-operating,  in  the  U.  S.  schooner  Taney,  with  me,  in  these  researches,  reports  a  sounding  in 
the  North  Atlantic  of  6J  miles  (5,700  fathoms),  without  bottom. — M. 


THE   FIELD   OF   RESEARCH.  0 

of  1,000  miles  an  hour — tornadoes  of  ten  times  the  speed  of  the  most  violent  now  known  to  us,  sweeping 
everything  before  them.  A  combination  of  the  two  influences,  modified  by  the  friction  of  the  Earth, 
which  tends  to  draw  the  air  after  it,  gives  us  the  trade-winds,  which  sweep  round  the  equatorial  region  of 
the  globe  unceasingly,  at  the  speed  of  from  ten  to  twenty  miles  an  hour ;  the  aerial  current,  quitting  the 
polar  regions  with  the  comparatively  tardy  speed,  from  east  to  west,  imposed  on  it  by  the  velocity  due 
to  the  70th  parallel,  is  left  behind  the  globe,  and  deflected  into  an  oblique  current,  as  it  advances  south- 
ward, till,  meeting  the  current  from  the  opposite  pole  near  the  equator,  the  two  combine  and  form  the 
vast  stream  known  as  the  trades — separated  in  two,  where  the  air  ascends  by  the  belt  of  variable  winds 
and  rains.  Impressed  with  the  motion  of  the  air,  constantly  sweeping  its  surface  in  one  direction,  and 
obeying  the  same  laws  of  motion,  the  great  sea  itself  would  be  excited  into  currents  similar  to  those  of  the 
air,  were  it  not  walled  in  by  continents,  and  subjected  to  other  control.  As  it  is,  there  are  constant  cur- 
rents flowing  from  the  torrid  towards  the  frigid  zone,  to  supply  the  vast  mass  of  vapor  there  drained  off; 
while  other  whirlpools  and  currents,  such  as  the  gigantic  Gulf  Stream,  come  to  perform  their  part  in  the 
same  stupendous  drama.  The  current  just  named,  sweeps  across  the  Atlantic,  to  the  Gulf  of  Mexico,  and 
by  the  Straits  of  the  Bahamas.  Here  it  turns  to  the  eastward,  again,  travelling  along  the  coast  of  America 
at  the  rate  of  from  forty  to  a  hundred  miles  a  day.  It  now  stands  once  more  across  the  Atlantic,  and 
divides  itself  into  two  branches ;  one  finds  its  way  into  the  northern  sea,  warming  the  adjoining  waters  as 
it  advances,  and  turning  back,  most  likely  to  form  a  second  great  whirlpool,  rejoining  the  original  stream 
near  Newfoundland.  The  main  branch  seeks  the  northern  shores  of  Europe,  and,  sweeping  along  the 
coast  of  Spain  and  Portugal,  travels  southward  by  the  Azores  to  rejoin  the  main  whirlpool.  The  waters 
of  this  vast  ocean  river  are,  to  the  north  of  the  tropic,  greatly  warmer  than  those  around ;  the  climate  of 
every  country  it  approaches  is  improved  by  it,  and  the  Laplander  is  enabled  by  its  means  to  live  and 
cultivate  his  barley,  in  a  latitude  which,  everywhere  else  throughout  the  world,  is  condemned  to  perpetual 
sterility.  But  there  are  other  laws  which  the  great  sea  obeys,  which  peculiarly  adapt  it  as  the  vehicle  of 
interchange  of  heat  and  cold  betwixt  those  regions  where  either  exists  in  excess.  Water,  which  contracts 
regularly  from  the  boiling  point  downwards,  at  a  temperature  of  40°  has  reached  its  maximum  of  density, 
and  thence  begins  to  grow  lighter  and  expand.  But  for  this  most  beneficent  provision,  the  vast  recesses  of 
the  Northern  Ocean  would  be  continually  occupied  with  a  fluid  at  the  freezing  point,  which  the  least 
access  of  cold  would  convert  into  one  solid  mass  of  ice.  The  non-conducting  power  of  water,  which  at 
present  acts  so  valuable  a  part  in  the  general  economy,  so  far  from  being  a  blessing  would  be  a  curse. 
No  warmth  could  ever  penetrate  to  thaw  the  foundations  of  the  frozen  mass — no  water  find  its  way  to 
float  it  from  its  foundations ;  so  that,  like  the  everlasting  hills  themselves,  rooted  immovable  in  its  place, 
every  year  adding  to  its  mass,  the  solid  structure  would  continually  advance  to  the  southward,  hermeti- 
cally sealing  the  polar  ocean,  thus  condemned  to  utter  desolation,  and  encroaching  on  the  North  Sea  itself. 
Under  existing  circumstances,  so  soon  as  water  is  cooled  down  to  40°,  it  sinks  to  the  bottom,  and,  still 
eight  degrees  warmer  than  ice,  it  attacks  the  basis  and  saps  the  foundations  of  the  icebergs — themselves 
gigantic  glaciers,  which  have  fallen  from  the  mountains  into  the  sea,  or  which  have  grown  to  their  present 


6  THE   WIXD  AND   CURRENT   CHARTS. 

size  in  the  shelter  of  bays  and  estuaries,  and  by  accumulations  from  above.  Once  forced  from  their 
anchorage,  the  first  storm  that  arises  drifts  them  to  sea,  where  the  beautiful  law  which  renders  ice  lighter 
than  the  warmest  water  enables  it  to  float — and  drifts  southward  a  vast  magazine  of  cold  to  cool  the  tepid 
water  which  bears  it  along — the  evaporation  at  the  equator  causing  a  deficit,  the  melting  and  accumulation 
of  the  ice  in  the  frigid  zone  giving  rise  to  an  excess  of  accumulation,  which  tends,  along  with  the  action 
of  the  air  and  other  causes,  to  institute  and  maintain  the  transporting  current.  These  stupendous  masses, 
which  have  been  seen  at  sea  in  the  form  of  church  spires,  and  gothic  towers,  and  minarets,  rising  to  the 
height  of  from  300  to  600  feet,  and  extending  over  an  area  of  not  less  than  six  square  miles,  the  masses 
above  water  being  only  one-tenth  of  the  whole,  are  often  to  be  found  within  the  tropics.  A  striking  fact, 
dependent  on  this  general  law,  has  just  been  brought  to  light ;  there  is  a  line  extending  from  pole  to  pole, 
at  or  under  the  surface  of  the  ocean,  where  an  invariable  temperature  of  39.5  is  maintained.  The  depth 
of  this  varies  with  the  latitude ;  at  the  equator  it  is  7,200  feet — at  latitude  56°  it  ascends  to  the  surface, 
the  temperature  of  the  sea  being  here  uniform  throughout.  North  and  south  of  this  the  cold  water  is 
uppermost,  and  at  latitude  70°  the  line  of  uniform  temperature  descends  to  4,500.  But  these,  though 
amongst  the  most  regular  and  magnificent,  are  but  a  small  number  of  the  contrivances  by  which  the  vast 
and  beneficent  ends  of  nature  are  brought  about.  Ascent  from  the  surface  of  the  Earth  produces  the 
same  change,  in  point  of  climate,  as  an  approach  to  the  poles ;  even  under  the  torrid  zone,  mountains  reach 
the  line  of  perpetual  congelation  at  nearly  a  third  less  altitude  than  the  extreme  elevation  which  they 
sometimes  attain.  At  the  poles,  snow  is  perpetual  at  the  ground,  and  at  the  different  intervening  latitudes, 
reaches  some  intermediate  point  of  congelation,  betwixt  one  and  20,000  feet.  In  America,  from  the  line 
south  to  the  tropics,  as  also,  as  there  is  now  every  reason  to  believe,  in  Africa,  within  similar  latitudes, 
vast  ridges  of  mountains,  covered  with  perpetual  snow,  run  northward  and  southward  in  the  line  of  the 
meridian  right  across  the  path  of  the  trade-winds.  A  similar  ridge,  though  of  less  magnificent  dimensions, 
traverses  the  peninsula  of  Hindoostan,  increasing  in  altitude  as  it  approaches  the  line — attaining  an  eleva- 
tion of  8,500  feet  at  Dodabetta,  and  above  6,000  in  Ceylon.  The  Alps  in  Europe,  and  the  gigantic  chain 
of  the  Himalayas  in  Asia,  both  far  south  in  the  temperate  zone,  stretch  from  east  to  west,  and  intercept 
the  aerial  current  from  the  north.  Others  of  lesser  note,  in  the  equatorial  or  meridional,  or  some  interme- 
diate direction,  cross  the  paths  of  the  atmospherical  currents  in  every  direction,  imparting  to  them  fresh 
supplies  of  cold,  as  they  themselves  obtain  from  them  warmth  in  exchange;  in  strictness,  the  two 
operations  are  the  same.  Magnificent  and  stupendous  as  are  the  effects  and  results  of  the  water  and  of 
air  acting  independently,  on  each  other,  in  equalizing  the  temperature  of  the  globe,  they  are  still  more  so 
when  combined.  One  cubic  inch  of  water,  when  invested  with  a  sufficiency  of  heat,  will  form  one  cubic 
foot  of  steam — the  water  before  its  evaporation,  and  the  vapor  which  it  forms,  being  exactly  of  the  same 
temperature;  though  in  reality,  in  the  process  of  conversion,  1,700  degrees  of  heat  have  been  absorbed  or 
carried  away  from  the  vicinage,  and  rendered  latent  or  imperceptible ;  this  heat  is  returned  in  a  sensible 
and  perceptible  form  the  moment  the  vapor  is  converted  once  more  into  water.  The  general  fact  is  the 
same  in  the  case  of  vapor  carried  off  by  dry  air,  at  any  temperature  that  may  be  imagined ;  for,  down  far 


THiS   FIELD   OF   RESKAKCH.  7- 

below  the  freezing  point,  evaporation  proceeds  uninterruptedly,  or  raised  into  steam  by  artificial  means. 
The  air,  heated  and  dried  as  it  sweeps  over  the  arid  surface  of  the  soil,  drinks  up  by  day  myriads  of  tons 
of  moisture  from  the  sea — as  much  indeed  as  would,  were  no  moisture  restored  to  it,  depress  its  whole 
surface  at  the  rate  of  four  feet  annually  over  the  surface  of  the  globe.  The  quantity  of  heat  thus 
converted  from  a  sensible  or  perceptible,  to  an  insensible  or  latent  state,  is  almost  incredible.  The 
action  equally  goes  on,  and  with  the  like  results,  over  the  surface  of  the  Earth,  as  over  that  of  the  sea, 
where  there  is  moisture  to  be  withdrawn.  But  night  and  the  seasons  of  the  year  come  around,  and  the 
surplus  temperature  thus  withdrawn  and  stored  away,  at  the  time  it  might  have  proved  superfluous  or 
inconvenient,  is  reserved,  and  rendered  back  so  soon  as  it  is  required;  and  the  cold  of  night  and  the 
rigor  of  winter  are  modified  by  the  heat  given  out  at  the  point  of  condensation,  by  dew,  rain,  hail  and 
snow. 

"  There  are,  however,  cases  in  which,  were  the  process  of  evaporation  to  go  on  without  interruption 
and  without  limit,  that  order  and  regularity  might  be  disturbed  which  is  the  great  object  of  the  Creator 
apparently  for  an  indefinite  time  to  maintain,  and  in  the  arrangements  for  equalizing  temperature  the 
equilibrium  of  saltness  be  disturbed  in  certain  portions  of  the  sea,  and  that  of  moisture  under  ground  in 
the  warmer  regions  of  the  earth.  To  prevent  this,  checks  and  counterpoises  interpose  just  as  their  services 
come  to  be  required.  It  could  scarcely  be  imagined  that,  in  such  of  our  inland  seas  as  were  connected  by 
a  narrow  strait  with  the  ocean,  and  were  thus  cut  oft'  from  free  access  to  its  waters,  the .  supply  of  fresh 
water  which  pours  into  them  from  the  rivers  around  would  exactly  supply  the  amount  carried  away  by 
evaporation.  Salt  never  rises  in  steam,  and  it  is  the  pure  element  alone  that  is  drawn  off.  We  have  in 
such  cases  as  the  Baltic  and  Black  Seas  an  excess  of  supply  over  what  is  required,  the  surplus  in  the 
latter  case  flowing  oft"  through  the  Dardanelles,  in  the  former  through  the  Great  and  Little  Belts.  The 
vapor  withdrawn  from  the  Mediterranean  exceeds  by  about  a  third  the  whole  amount  of  fresh  water 
poured  into  it ;  the  difference  is  made  up  by  a  current  through  the  Straits  of  Gibraltar  in  the  latter ;  and  a 
similar  arrangement,  modified  by  circumstances,  must  exist  in  all  cases  where  circumstances  are  similar — 
the  supply  of  water  rushing  through  the  strait  from  the  open  ocean  being  in  exact  proportion  to  the 
difference  betwixt  that  provided  from  rain  or  by  rivers,  and  that  required  by  the  afilux  of  vapor ;  seas 
wholly  isolated,  such  as  the  Caspian  and  the  Dead  Sea,  attain  in  course  of  time  a  state  of  perfect  equili- 
brium— their  surface  becoming  lowered  in  level  and  diminished  in  area,  till  it  becomes  exactly  of  the 
proper  size  to  yield  in  vapor  the  whole  waters  poured  in.  The  Dead  Sea,  before  attaining  this  condition 
of  repose,  has  sunk  thirteen  hundred  feet  below  the  Mediterranean,  the  Caspian  about  one-fourth  of  this. 
Lakes  originally  salt,  and  which  to  all  appearance  are  no  more  than  fragments  severed  from  the  sea  by  the 
earthquake  or  volcano,  and  which  have  no  river  or  rain  supplies  whatever,  in  process  of  time  dry  up  and 
become  a  mass  of  rock  salt  in  their  former  basin.  Such  is  the  formation  in  progress  in  the  lake  near 
Tadjurra,  nearly  five  hundred  feet  below  the  level  of  the  sea,  its  waters  having  been  thus  much  depressed 
by  evaporation,  having  now  almost  altogether  vanished,  one  mass  of  salt  remaining  in  their  room.  As  it 
is  clear  in  a  case  such  as  that  of  the  Mediterranean,  that  where  salt  water  to  a  large  extent  was  poured  in 


8  THE  WIND  AND  CURKENT  CHAKTS. 

and  fresh  water  only  was  drawn  off",  a  constant  concentration  of  brine  must  occur,  the  proposition  was  laid 
down  by  the  most  distinguished  of  our  geologists,  and  long  held  unquestionable,  that  huge  accumulations 
of  salt,  in  masses  larger  than  all  that  Cheshire  contains,  were  being  formed  in  its  depths.     The  doctrine, 
eminently  improbable  in  itself,  is  now  met  by  the  discovery  of  an  outward  under-current,  in  all  likelihood 
of  brine.    It  is  matter  of  easy  demonstration  that,  without  some  such  arrangement  as  this,  the  Eed  Sea 
must  long  ere  now  have  been  converted  into  one  mass  of  salt,  its  upper  waters  at  all  events  being  known 
in  reality  to  differ  at  present  but  little  in  saltness  from  those  of  the  Southern  Ocean.     The  Eed  Sea  forma 
an  excellent  illustration  of  all  kindred  cases.     Here  we  have  salt  water  flowing  in  perpetually  through  the 
Straits  of  Babelmandeb,  to  furnish  the  supplies  for  a  mass  of  vapor  calculated,  were  the  strait  shut  up,  to 
lower  the  whole  surface  of  the  sea  eight  feet  annually — and  even  with  the  open  strait,  to  add  to  its  con- 
tents a  proportionate  quantity  of  salt.    But  an  under-current  of  brine,  which,  from  its  gravity,  seeks  the 
bottom,  flows  out  again  to  mingle  with  the  waters  of  the  great  Arabian  Sea,  where,  swept  along  by  currents, 
and  raised  to  the  surface  by  tides  and  shoals,  it  is  mingled  by  the  waves,  through  the  other  waters,  which 
yearly  receive  the  enormous  monsoon  torrents,  the  Concan  and  the  Ghaut's  supply,  become  diluted  to  the 
proper  strength  of  sea  water,  and  rendered  uniform  in  their  constitution,  by  the  agitation  of  the  storms 
which  then  prevail.     Flowing  back  again  from  the  coasts  of  India,  where  they  are  now  in  excess,  to  those 
of  Africa,  where  they  suffer  from  perpetual  drainage,  the  same  round  of  operations  go  on  continually ;  and 
the  sea,  with  all  its  estuaries  and  its  inlets,  retains  the  same  limit,  and  nearly  the  same  constitution,  for 
unnumbered  ages.     A  like  check  prevents  on  shore  the  extreme  heating  and  desiccation  from  which  the 
ground  would  otherwise  suffer.     The  Earth  is  a  bad  conductor  of  heat ;  the  rays  of  the  Sun  which  enter 
its  surface,  and  raise  the  temperature  to  100  or  150°,  scarcely  penetrate  a  foot  into  the  ground ;  a  few  feet 
down,  the  warmth  of  the  ground  is  nearly  the  same  night  and  day.     The  moisture  which  is  there  preserved 
free  from  the  influence  of  currents  of  air,  is  never  raised  into  vapor;  so  soon  as  the  upper  stratum  of  earth 
becomes  thoroughly  dried,  capillary  action,  by  means  of  which  all  excess  of  water  was  withdrawn,  ceases ; 
and  even  under  the  heats  of  the  tropics,  the  soil  two  feet  down  will  be  found,  on  the  approach  of  the  rains, 
sufficiently  moist  for  the  nourishment  of  plants.     The  splendid  flowers  and  vigorous  foliage  which  burst 
forth  in  May,  when  the  parched  soil  would  lead  us  to  look  for  nothing  but  sterility,  need  in  no  way  sur- 
prise us  ;  fountains  of  water,  boundless  in  extent  and  limited  in  depth  by  the  thickness  of  the  soil  which 
contains  them,  have  been  set  aside  and  sealed  up  for  their  use,  beyond  the  reach  of  those  thirsty  winds  or 
burning  rays  which  are  suffered  only  to  carry  off"  the  water  which  is  superfluous,  and  would  be  pernicious, 
removing  it  to  other  lands,  where  its  agency  is  required,  or  treasuring  it  up  in  the  crystal  vault  of  the 
firmament,  as  the  material  of  clouds  and  dew — and  the  source,  when  the  fitting  season  comes  round  again, 
of  those  deluges  of  rain  which  provide  for  the  wants  of  the  year. 

"  Such  are  some  of  the  examples  which  may  be  supplied  of  general  laws  operating  over  nearly  the 
whole  surface  of  the  terraqueous  globe.  Amongst  the  local  provisions  ancillary  to  these,  are  the  monsoons 
of  India,  and  the  land  and  sea-breezes  prevalent  throughout  the  tropical  coasts.  When  a  promontory,  such 
as  that  of  India,  intrudes  into  the  region  of  the  trade-winds,  the  continuous  western  current  is  interrupted, 


THE   FIELD   OF  RESEARCH.  9 

and  in  its  room  appear  alternating  currents  from  the  northeast  and  southwest,  which  change  their  direction 
as  the  Sun  passes  the  latitude  of  the  place.  On  the  Malabar  coast,  as  the  Sun  approaches  from  the  south- 
ward, clouds  and  variable  winds  attend  him,  and  his  transit  northward  is  in  a  week  or  ten  days  followed 
by  that  furious  burst  of  thunder  and  tempest  which  heralds  the  rainy  season.  His  southward  transit  is 
less  distinctly  marked ;  it  is  the  sign  of  approaching  fair  weather,  and  is  also  attended  by  thunder  and 
storm.  The  alternating  land  and  sea-breezes  are  occasioned  by  the  alternate  heating  and  cooling  of  the 
soil,  the  temperature  of  the  sea  remaining  nearly  uniform.  At  present,  when  most  powerfully  felt,  the 
earth  by  noon  will  often  be  found  to  have  attained  a  temperature  of  120°,  while  the  sea  rarely  rises  above 
80°.*  The  air,  heated  and  expanded,  of  course  ascends,  and  draws  from  the  sea  a  fresh  supply  to  fill  its 
room  ;  the  current  thus  generated  constitutes  the  breeze.  During  the  night,  the  earth  often  sinks  to  a 
temperature  of  50°  or  60°,  cooling  the  conterminous  air,  and  condensing  in  the  form  of  dew,  the  moisture 
floating  around.  The  sea  is  now  from  15°  to  20°  warmer  than  the  earth — the  greatest  difference  between 
the  two  existing  at  sunrise;  and  in  then  rushes  the  air,  and  draws  off  a  current  from  the  shore. 

"  We  have  not  noticed  the  tides,  which,  obedient  to  the  Sun  and  Moon,  daily  convey  two  vast  masses 
of  water  round  the  globe,  and  which  twice  a  month,  rising  to  an  unusual  height,  visit  elevations  which 
otherwise  are  dry.  During  one-half  of  the  year,  the  highest  tides  visit  us  by  day,  the  other  half  by  night, 
and  at  Bombay,  at  Springs,  the  depths  of  the  two  differ  by  two  or  three  feet  from  each  other.  The  tides 
simply  rise  and  fall,  in  the  open  ocean,  to  an  elevation  of  two  or  three  feet  in  all;  along  our  shores,  and  up 
gulfs  and  estuaries,  they  sweep  with  the  violence  of  a  torrent,  having  a  general  range  of  ten  or  twelve 
feet — sometimes,  as  at  Fundy  in  America,  at  Brest  and  Milford  Haven  in  Europe,  to  a  height  of  from 
forty  to  sixty  feet.  They  sweep  our  shores  from  filth,  and  purify  our  rivers  and  inlets,  affording  to  the 
residents  of  our  islands  and  continents  the  benefits  of  a  bi-diurnal  ablution,  and  giving  a  health  and  fresh- 
ness and  purity  wherever  they  appear.  Obedient  to  the  influence  of  bodies  many  millions  of  miles  re- 
moved from  them,  their  subjection  is  not  the  less  complete ;  the  vast  volume  of  water  capable  of  crushing 
by  its  weight  the  most  stupendous  barriers  that  can  be  opposed  to  it,  and  bearing  on  its  bosom  the  navies 
of  the  world,  impetuously  rushing  against  our  shores,  gently  stops  at  a  given  line,  and  flows  back  again 
to  its  place  when  the  word  goes  forth :  '  Thus  far  shalt  thou  go,  and  no  farther ;'  and  that  which  no  human 
power  or  contrivance  could  have  repelled,  returns  at  its  appointed  time  so  regularly  and  surely,  that  the 
hour  of  its  approach,  and  measure  of  its  mass,  may  be  predicted  with  unerring  certainty  centuries  before- 
hand. The  hurricanes  which  whirl  with  such  fearful  violence  over  the  surface,  raising  the  waters  of  the 
sea  to  enormous  elevations,  and  submerging  coasts  and  islands,  attended  as  they  are  by  the  fearful  attri- 
butes of  thunder  and  deluges  of  rain — seem  requisite  to  deflagrate  the  noxious  gases  which  have  accumu- 
lated— to  commingle  in  one  healthful  mass  the  polluted  elements  of  the  air,  and  restore  it  fitted  for  the 
ends  designed  for  it.  It  is  with  the  ordinary,  not  with  the  exceptionable,  operations  we  have  at  present 
to  deal,  and  the  laws  which  rule  the  hurricane  form  themselves  the  subject  of  a  treatise. 


♦  The  temperature  of  certnin  parts  of  the  Indian  Ocean — the  hottest  sea  in  the  world — is  90°. — M. 

2 


10  THE  WIND  AND  CURRENT  CHARTS. 

"  We  have  hitherto  dealt  with  the  sea  and  air — the  one  the  medium  through  which  the  commerce  of 
all  nations  is  transported,  the  other  the  means  by  which  it  is  moved  along — as  themselves  the  great 
vehicles  of  moisture,  heat,  and  cold,  throughout  the  regions  of  the  world — the  means  of  securing  the 
interchange  of  these  inestimable  commodities,  so  that  excess  may  be  removed  to  where  deficiency  exists, 
deficiency  substituted  for  excess,  to  the  unbounded  advantage  of  all.  We  have  selected  this  group  of 
illustrations  for  our  views,  because  they  are  the  most  obvious,  the  most  simple,  and  the  most  intelligible 
and  beautiful  that  could  be  chosen.  Short  as  our  space  is,  and  largely  as  it  has  already  been  trenched 
upon,  we  must  not  confine  ourselves  to  these. 

"We  have  already  said  that  the  atmosphere  forms  a  spherical  shell,  surrounding  the  Earth  to  a  depth 
which  is  unknown  to  us,  by  reason  of  its  growing  tenuity,  as  it  is  released  from  the  pressure  of  its  own 
superincumbent  mass.  Its  upper  surface  cannot  be  nearer  to  us  than  fifty,  and  can  scarcely  be  more 
remote  than  five  hundred  miles.  It  surrounds  us  on  all  sides,  yet  we  see  it  not ;  it  presses  on  us  with  a 
load  of  fifteen  pounds  on  every  square  inch  of  surface  of  our  bodies,  or  from  seventy  to  one  hundred  tons 
on  us  in  all,  yet  we  do  not  so  much  as  feel  its  weight.  Softer  than  the  finest  down— more  impalpable 
than  the  finest  gossamer — it  leaves  the  cobweb  undisturbed,  and  scarcely  stirs  the  lightest  flower  that 
feeds  on  the  dew  it  supplies ;  yet  it  bears  the  fleets  of  nations  on  its  wings  around  the  world,  and  crushes 
the  most  refractory  substances  with  its  weight.  When  in  motion,  its  force  is  sufficient  to  level  the  most 
stately  forests,  and  stable  buildings,  with  the  earth — to  raise  the  waters  of  the  ocean  into  ridges  like 
mountains,  and  dash  the  strongest  ships  to  pieces  like  toys.  It  warms  and  cools  by  turns  the  Earth  and 
the  living  creatures  that  inhabit  it.  It  draws  up  vapors  from  the  sea  and  land,  retains  them  dissolved  in 
itself,  or  suspended  in  cisterns  of  clouds,  and  throws  them  down  again  as  rain  or  dew,  when  they  are 
required.  It  bends  the  rays  of  the  sun  from  their  path,  to  give  us  the  twilight  of  evening  and  of  dawn — 
it  disperses  and  refracts  their  various  tints  to  beautify  the  approach  and  the  retreat  of  the  orb  of  day. 
But  for  the  atmosphere,  sunshine  woul4  burst  on  us  and  fail  us  at  once — and  at  once  remove  us  from 
midnight  darkness  to  the  blaze  of  noon.  We  should  have  no  twilight  to  soften  and  beautify  the  landscape 
— no  clouds  to  shade  us  from  the  scorching  heat,  but  the  bald  Earth,  as  it  revolved  on  its  axis,  would  turn 
its  tanned  and  weakened  front  to  the  full  and  unmitigated  rays  of  the  lord  of  day.  It  affords  the  gas 
which  vivifies  and  warms  our  frames,  and  receives  into  itself  that  which  has  been  polluted  by  use,  and  is 
thrown  off  as  noxious.  It  feeds  the  flame  of  life  exactly  as  it  does  that  of  the  fire,  it  is  in  both  cases 
consumed,  and  affords  the  food  of  consumption — in  both  cases  it  becomes  combined  with  charcoal,  which 
requires  it  for  combustion,  and  is  removed  by  it  when  this  is  over.  '  It  is  only  the  girdling  encircling  air,' 
says  a  writer  in  the  North  British  Review,  '  that  flows  above  and  around  all  that  makes  the  whole  world 
kin.  The  carbonic  acid  with  which  to-day  our  breathing  fills  the  air,  to-morrow  seeks  its  way  round  the 
world.  The  date-trees  that  grow  round  the  falls  of  the  Nile  will  drink  it  in  by  their  leaves  ;  the  cedars  of 
Lebanon  will  take  of  it  to  add  to  their  stature ;  the  cocoanuts  of  Tahiti  will  grow  rapidly  upon  it ;  and  the 
palms  and  bananas  of  Japan  will  change  it  into  flowers.  The  oxygen  we  are  breathing  was  distilled  for 
us  some  short  time  ago  by  the  magnolias  of  the  Susquehanna,  and  the  great  trees  that  skirt  the  Orinoco 


THE   FIELD   OF   RESEARCH.  fl 

and  the  Amazon — the  giant  rhododendrons  of  the  Himalayas  contributed  to  it,  and  the  roses  and  myrtles 
of  Cashmere,  the  Cinnamon-tree  of  Ceylon,  and  the  forest  older  than  the  flood,  buried  deep  in  the  heart  of 
Africa,  far  behind  the  Mountains  of  the  Moon.  The  rain  we  see  descending  was  thawed  for  us  out  of  the 
icebergs  which  have  watched  the  Polar  Star  for  ages,  and  the  lotus  lilies  have  soaked  up  from  the  Nile, 
and  exhaled  as  vapor,  snows  that  rested  on  the  summits  of  the  Alps,'  '  The  atmosphere,'  says  Maun, 
'  which  forms  the  outer  surface  of  the  habitable  world,  is  a  vast  reservoir,  into  which  the  supply  of  food 
designed  for  living  creatures  is  thrown — or,  in  one  word,  it  is  itself  the  food  in  its  simple  form  of  all 
living  creatures.  The  animal  grinds  down  the  fibre  and  the  tissue  of  the  plant,  or  the  nutritious  store  that 
has  been  laid  up  within  its  cells,  and  converts  these  into  the  substance  of  which  its  own  organs  are  com- 
posed. The  plant  acquires  the  organs  and  nutritious  store  thus  yielded  up  as  food  to  the  animal,  from  the 
invulnerable  air  surrounding  it.'  But  animals  are  furnished  with  the  means  of  locomotion  and  of  seizure 
— they  can  approach  their  food,  and  lay  hold  of  and  swallow  it ;  plants  must  await  till  their  food  comes  to 
them.  No  solid  particles  find  access  to  their  frames ;  the  restless  ambient  air,  which  rushes  past  them 
loaded  with  the  carbon,  the  hydrogen,  the  oxygen,  the  w^ater — everything  they  need  in  the  shape  of  sup- 
plies, is  constantly  at  hand  to  minister  to  their  wants,  not  only  to  afford  them  food  in  due  season,  but  in 
the  sliape  and  fashion  in  which  alone  it  can  avail  them." 

Surely  a  more  tempting  field  for  philosophical  research,  for  useful  and  honorable  labor,  or  a  field 
more  abounding  with  harvests  of  useful  and  practical  results,  never  engaged  the  attention  of  man. 

By  studying  the  winds  at  sea,  we  might  expect  to  find  them  blowing  more  conformably  there,  than  on 
the  land,  to  the  general  laws  which  govern  the  circulation  of  the  atmosphere.  And  in  endeavoring  to 
learn  these  laws,  we  may  look  to  the  sea  for  the  rule ;  to  the  land  for  the  exceptions.  It  might  therefore 
be  expected  that  any  systematic  attempt  to  group  the  numerous  observations  made  on  the  winds  by 
mariners  in  all  parts  of  the  ocean  and  at  all  seasons  of  the  year,  would  be  regarded,  as  the  illustrious 
Humboldt  says  it  is,  and  as  the  learned  Dr.  Buist  shows  it  to  be,  with  no  little  interest  by  philosophers  and 
philanthropists,  by  good  and  wise  men  in  all  conditions  of  life,  and  in  all  parts  of  the  world. 

In  the  progress  of  this  undertaking,  many  new  facts,  of  interest  to  science,  have  been  brought  to  light, 
or  their  existence  suggested  by  them.  Our  knowledge  of  the  laws  which  govern  the  circulation  of  the 
atmosphere,  which  control  the  currents  of  the  sea,  which  regulate  climates,  and  by  which  heat  and 
moisture,  clouds  and  sunshine,  are  distributed  over  the  surface  of  the  Earth,  has  been  considerably 
enlarged. 

Navigation  has  already  reaped  rich  fruits  from  this  enterprise,  and  commerce  is  profiting  by  it.  In 
consequence  of  the  increase  of  knowledge  which  it  has  given  to  the  practical  navigator,  concerning  the 
prevailing  winds  and  currents  of  the  sea,  the  average  sailing  passage  between  distant  parts  of  the  earth  has 
been  materially  shortened. 

Practically,  for  commercial  purposes,  these  investigations  have  lifted  up,  as  it  were,  the  markets  of  the 
southern  hemisphere,  and  set  them  down  by  many  days'  sail  nearer  to  our  doors  than  they  were  before;  for 
the  time  which  it  required  a  ship  to  carry  a  cargo  from  the  United  States  to  the  equator  in  the  Atlantic, 


12  THE  WIND  AND  CURRENT  CHARTS. 

has  been  shortened  more  than  two  weeks  at  some  seasons  of  the  year;  and  it  is  not  going  too  far  to  say,' 
that  the  voyage  hence  to  California  has,  in  consequence  of  these  researches,  been  shortened  to  a  more 
remarkable  extent.  The  average  passage  out,  by  vessels  not  having  the  results  of  these  researches  to 
guide  them,  is  upwards  of  180  days ;  but  vessels  with  these  Charts  on  board,  have  made  it  in  107,  in  97, 
in  96,  in  91,  and  even  in  90  days;  and  their  masters,  after  making  allowance  for  the  improved  models 
of  their  ships,  ascribe  this  great  success  to  the  information  they  derived  from  these  Charts  as  to  the  winds 
and  currents  by  the  way. 

When  I  was  in  England,  in  1853, 1  promised  the  merchants  and  ship  owners  there,  if  they  would  lend 
their  co-operation  in  keeping  Abstract  Logs,  that  I  would  point  out  a  route  to  Australia  by  which  that  land 
of  gold  should  be  brought  practically  one  month  nearer  to  Europe  and  America,  by  shortening  the  passage 
for  sailing  vessels  that  much.  I  have  received  from  Captain  "Wood  a  list,  taken  from  the  Melbourne  Argus, 
of  all  the  vessels  that  arrived  there  from  Europe  and  America  between  the  31st  December,  1853,  and  the 
7th  July,  1854.  This  list  contains  the  names,  with  the  length  of  passage  of  362  sailing  vessels.  Their 
average  passage  is  124  days.  The  average  passage  of  those  that  are  known  to  have  had  the  Wind 
and  Current  Charts  on  board  was  97  days. 

In  former  editions  of  this  work,  I  predicted  that  on  the  homeward  voyage,  the  run  from  Australia  to 
Cape  Horn  could  be  made  in  less  time  than  the  same  distance  over  water  has  ever  been  run  under  steam. 
I  also  predicted  that  vessels  in  the  Australian  trade  would  yet  perform  a  voyage  of  circumnavigation  in 
less  time  than  the  passage  had  ever  been  made  to  California.  Both  of  these  predictions  have  been  fulfilled ; 
the  run  to  Cape  Horn  has  been  made  in  less  than  twenty-five  days ;  and  the  feat  of  circumnavigation  has 
been  accomplished  in  less  than  eighty-nine  days. 

Of  course,  a  system  of  investigation,  having  among  its  aims  such  objects  as  the  improvement  of 
navigation  and  the  benefit  of  commerce,  and  counting  among  its  results  such  achievements  as  these,  could 
not  fail  to  attract  the  attention  of  merchants,  or  to  commend  itself  to  the  favorable  consideration  of  sea- 
faring people  generally.  Taking  advantage  of  this  circumstance,  the  government  of  the  United  States 
caused  the  researches  to  be  brought  to  the  attention  of  other  governments,  and  invited  them  to  join  in  a 
conference  upon  the  subject  of  a  uniform  system  of  observations  at  sea.  This  Conference  met  on  the  23d 
August,  1853,  in  Brussels,  and  continued  its  sessions  from  day  to  day  until  the  8th  of  September.  The 
form  of  the  Abstract  Log,  and  the  plan  of  observations  at  sea  there  recommended,  have  been  adopted  by 
all  the  maritime  nations  of  Christendom  except  France.  So  that  now  we  have  co-operating  with  us  the 
nations  that  own  at  least  nine-tenths  of  all  the  shipping  in  the  world. 

At  that  Conference  I  had  the  pleasure  of  meeting  master  spirits.  I  find  a  difficulty  in  expressing  my 
ideas  as  to  the  importance  of  the  services  which  they  have  rendered  to  the  cause  of  navigation  and  marine 
meteorology.  Suffice  it  to  say,  I  think  a  new  era  in  the  history  of  meteorological  science  will  be  dated 
from  that  Conference.  In  all  things  connected  with  it,  the  friends  of  this  science  have  but  one  cause  of 
regret,  and  that  is,  that  the  instructions  under  which  those  twelve  men  met  did  not  go  further  and  authorize 
them  to  include  the  laud  as  well  as  the  sea  in  their  system  of  observations,  and  so  make  the  plan  universal. 


THE   FIELD  OF   RESEARCH.  13 

I  hope  that  will  yet  be  done ;  for  the  great  atmospherical  ocean,  at  the  bottom  of  which  we  are  creeping 
along,  and  the  laws  of  which  touch  so  nearly  the  well-being  of  the  whole  human  family,  embraces  the  land 
as  well  as  the  sea,  and  neither  those  laws  nor  the  movement  and  phenomena  of  the  atmosphere  can  be 
properly  studied  or  thoroughly  investigated  until  observations,  both  by  sea  and  land,  shall  enable  us  to 
treat  the  atmosphere  as  a  whole. 

It  is  estimated  that  the  system  of  investigations  out  of  which  the  Wind  and  Current  Charts  have 
grown,  has  already  led,  by  practically  shortening  the  duration  of  voyages,  to  the  annual  saving  of  many 
millions  of  dollars,  in  the  aggregate,  to  the  commerce  of  those  who  go  by  them.  As  great,  therefore,  as  is 
the  benefit  which  commerce  is  deriving  from  the  results  of  these  observations  at  sea,  a  similar  system  for 
the  shore  would,  I  have  no  doubt,  confer  benefits  as  signal  upon  agriculture,  and  other  industrial  pursuits 
on  land.  The  field  of  agricultural  and  sanitary  meteorology  is  as  rich  with  the  promise  of  good  "  as  is  the 
ooze  and  bottom  of  the  sea  with  sunken  wrecks  and  sunless  treasures,"  and  I  therefore  hope  yet  to  see  the 
day  when  the  observer  at  sea  and  the  observer  on  shore  will  be  acting  in  concert,  and  observing  according 
to  one  uniform  plan ;  and  the  more  so,  as  such  a  universal  system  can  be  set  on  foot  and  carried  out  with- 
out involving  the  government  that  will  take  the  initiative,  or  those  that  may  second,  in  any  expense,  save  the 
comparatively  trifling  cost  of  having  the  observations,  after  they  are  made,  properly  treated  and  published. 
The  field  is  already  filled  with  amateur  meteorologists  of  all  Christian  tongues,  who,  I  am  assured,  would 
most  gladly  volunteer  their  services  and  instruments  in  carrying  out  such  a  system. 

Let  us  hope  that  before  another  edition  of  this  work  is  published,  another  conference  may  be  called 
for  examining  the  progress  that  has  been  made  under  the  Brussels  recommendations,  and  for  considering 
the  improvements  that  experience  shall  have  suggested  in  the  present  plan  of  observation,  as  well  as  for 
the  purpose  of  devising  a  similar  plan  of  observations  for  the  land,  and  so  let  the  world  have  the  benefit, 
and  science  the  advantages  of  a  universal  system  of  meteorological  observations. 

In  the  progress  of  this  system  of  research,  facts  have  been  elicited  which,  though  they  have  no  direct 
relation  to  the  course  of  navigation,  have,  nevertheless,  obvious  bearings  upon  the  physical  geography  of  the 
sea,  and  therefore  are  not  without  interest  to  the  navigator.  A  small  volume,  treating  of  these  facts  and 
their  bearings,  has  been  published  by  the  Messrs.  Harper,  of  New  York.  I  am  permitted  to  transfer  to 
these  pages  several  chapters  of  that  work.  Indeed,  were  it  not  for  swelling  out  the  dimensions  of  these 
Sailing  Directions,  the  entire  contents  of  the  Physical  Qeograjihij  of  the  Sea  might,  with  advantage,  be 
transferred  to  these  pages.  It  is  hoped  that  the  sailor  at  sea  will  find  instruction  and  profit  by  the  study 
of  them. 


14  THE  WIND  AND  CURRENT  CHARTS. 


CHAPTEE  1. 

THE    ATMOSPHERE.* 

The  Circulation  of  the  Atmosphere,  Plate  11.  g  2. — Southeast  Trade-wind  Region  tlie  larger,  13. — Tlie  Offices  of  the  Attnospliere,  14. — It  is 
a  powerful  Machine,  17. — Whence  come  the  Rains  that  feed  the  great  Rivers?  10. — How  vapor  passes  from  one  Hemisphere  to  the 
other,  20. — Evaporation  greatest  about  Latitude  17°-20°,  24. — The  Rainy  Seasons,  28. — Rainless  Regions,  30. — Why  Mountains 
have  a  dry  and  a  rainy  Side,  31. — The  immense  Fall  of  Rain  upon  the  Western  Ohauts  in  India:  how  caused,  83. — Vapor  for  the 
Patagonia  Rains  comes  from  the  North  Pacific,  34. — The  mean  annual  Fall  of  Rain,  35. — Evaporation  from  the  Indian  Ocean,  36. — 
Evidences  of  Design,  37. — Adaptation,  38. 

1.  There  is  no  employment  more  worthy  of  the  human  mind  than  that  which  is  afforded  by  tracing 
the  evidences  of  design  and  purpose,  which  are  visible  in  many  parts  of  the  creation.  Hence,  to  the 
right-minded  mariner,  and  to  him  who  studies  the  physical  relations  of  earth,  sea,  and  air,  the  atmosphere  is 
something  more  than  a  shoreless  ocean,  at  the  bottom  of  which  his  barque  is  wafted  or  driven  along.  It  is 
an  envelop  or  covering  for  the  dispersion  of  light  and  heat  over  the  surface  of  the  earth;  it  is  a  sewer  into 
which,  with  every  breath  we  draw,  we  cast  vast  quantities  of  dead  animal  matter ;  it  is  a  laboratory  for 
purification,  in  which  that  matter  is  recompounded,  and  wrought  again  into  wholesome  and  healthful 
shapes ;  it  is  a  machine  for  pumping  up  all  the  rivers  from  the  sea,  and  conveying  the  waters  for  their 
fountains  on  the  ocean  to  their  sources  in  the  mountains. 

Upon  the  proper  working  of  this  machine  depends  the  well-being  of  every  plant  and  animal  that 
inhabits  the  earth ;  therefore  the  management  of  it,  its  movement,  and  the  performance  of  its  ofi&ces,  can 
not  be  left  to  chance.  They  are,  we  may  rely  upon  it,  guided  by  laws  that  make  all  parts,  functions,  and 
movements  of  the  machinery  as  obedient  to  order  as  are  the  planets  in  their  orbits. 

An  examination  into  the  economy  of  the  universe  will  be  sufficient  to  satisfy  the  well-balanced  minds 
of  observant  men,  that  the  laws  which  govern  the  atmosphere  and  the  laws  which  govern  the  ocean,  are 
laws  which  were  put  in  force  by  the  Creator  when  the  foundations  of  the  earth  were  laid ;  therefore,  they 
are  laws  of  order ;  else,  why  should  the  Gulf  Stream,  for  instance,  be  always  where  it  is,  and  running  from 
the  Gulf  of  Mexico,  and  not  somewhere  else,  and  sometimes  running  into  it?  Why  should  there  be  a 
perpetual  drought  in  one  part  of  the  world,  and  continual  showers  in  another  ?  Or  why  should  the  winds 
and  sea  obey  the  voice  of  rebuke  ? 

To  one  who  looks  abroad  to  contemplate  the  agents  of  nature,  as  he  sees  them  at  work  upon  our 
planet,  no  expression  uttered  nor  act  performed  by  them  is  without  meaning.  By  such  an  one,  the  wind 
and  rain,  the  vapor  and  the  cloud,  the  tide,  the  current,  the  saltness,  and  depth,  and  warmth,  and  color  of 
the  sea,  the  shade  of  the  sky,  the  temperature  of  the  air,  the  tint  and  shape  of  the  clouds,  the  height  of  the 
tree  on  the  shore,  the  size  of  its  leaves,  the  brilliancy  of  its  flowers — each  and  all  may  be  regarded  as  the 


♦   Vide  "  Maury's  Physical  Geography  of  the  Sea,"  Harper  and  Brothers,  New  York. 


THE  ATMOSPHERE.  15 

exponent  of  certain  physical  combinations,  and  therefore  as  the  expression  in  which  Nature  chooses  to 
announce  her  own  doings,  or,  if  we  please,  as  the  language  in  which  she  writes  down  or  chooses  to  make 
known  her  own  laws.  To  help  us  to  understand  that  language,  and  to  interpret  aright  those  laws,  is  the 
object  of  the  call  which  we  have  made  upon  sailors  for  observations  at  sea.  No  fact  gathered  in  such  a 
field,  therefore,  comes  amiss  to  those  who  tread  the  walks  of  inductive  philosophy ;  for,  in  the  hand-book  of 
nature,  every  such  fact  is  a  syllable ;  and  it  is  by  patiently  collecting  fact  after  fact,  and  by  joining  together 
syllable  after  syllable,  that  we  may  finally  seek  to  read  aright  from  the  great  volume  which  the  mariner  at 
sea  and  the  philosopher  on  the  mountain  see  spread  out  before  them. 

2.  From  the  parallel  of  about  30°  north  and  south,  nearly  to  the  equator,  and  extending  entirely 
around  the  earth,  are  two  zones  of  perpetual  winds,  viz :  the  zone  of  northeast  trades  on  this  side,  and  of 
southeast  on  that.  They  blow  perpetually,  and  are  as  steady  and  as  constant  as  the  currents  of  the  Missis- 
sippi River — always  moving  in  the  same  direction  (Plate  II.).  As  these  two  currents  of  air  are  constantly 
flowing  from  the  poles  toward  the  equator,  we  are  safe  in  assuming  that  the  air  which  they  keep  in  motion 
must  return  by  some  channel  or  other  to  the  place  near  the  poles  whence  it  came  in  order  to  supply  the 
trades.  If  this  were  not  so,  these  winds  would  soon  exhaust  the  polar  regions  of  atmosphere,  and  pile  it  up 
about  the  equator,  and  then  cease  to  blow  for  the  want  of  air  to  make  more  wind  of. 

This  return  or  counter-current,  therefore,  must  be  in  the  upper  regions  of  the  atmosphere,  at  least 
until  it  passes  over  those  parallels  between  which  the  trade-winds  are  always  blowing  on  the  surface. 
These  direct  and  counter-currents  are  also  made  to  move  in  a  sort  of  spiral  or  loxodromic  curve,  turning  to 
the  west  as  they  go  from  the  poles  to  the  equator,  and  in  the  opposite  direction  as  they  move  frond  the 
equator  to  the  poles.    This  turning  is  caused  by  the  rotation  of  the  earth  on  its  axis. 

3.  The  earth,  we  know,  moves  from  west  to  east.  Now  if  we  imagine  a  particle  of  atmosphere  at  the 
north  pole,  where  it  is  at  rest,  to  be  put  in  motion  in  a  straight  line  toward  the  equator,  we  can  easily  see 
how  this  particle  of  air,  coming  from  the  very  axis  of  the  pole,  where  it  did  not  partake  of  the  diurnal 
motion  of  the  earth,  would,  in  consequence  of  its  vis  inertice,  find,  as  it  travels  south,  the  earth  slipping  from 
under  it,  as  it  were,  and  thus  it  would  appear  to  be  coming  from  the  northeast  and  going  toward  the  south- 
west ;  in  other  words,  it  would  be  a  northeast  wind. 

The  better  to  explain,  let  us  take  a  common  terrestrial  globe  for  the  illustration.  Bring  the  island  of 
Madeira,,  or  any  other  place  about  the  same  parallel,  under  the  brazen  meridian ;  put  a  finger  of  the  left 
hand  on  the  place ;  then,  moving  the  finger  down  along  the  meridian  to  the  south,  to  represent  the  particle 
of  air,  turn  the  globe  on  its  axis  from  west  to  east,  to  represent  the  diurnal  rotation  of  the  earth,  and  when 
the  finger  reaches  the  equator,  stop.  It  will  now  be  seen  that  the  place  on  the  globe  under  the  finger  is  to 
the  southward  and  westward  of  Madeira  or  the  place  from  which  the  finger  started ;  in  other  words,  the 
track  of  the  finger  over  the  surface  of  the  globe,  like  the  track  of  the  particle  of  air  upon  the  earth,  has 
been  from  the  northward  and  eastward. 

4.  On  the  other  hand,  we  can  perceive  how  a  like  particle  of  atmosphere  that  starts  from  the  equator, 
to  take  the  place  of  the  other  at  the  pole,  would,  as  it  travels  north,  in  consequence  of  its  vis  ineriiix,  be 


16  THE  WIND  AND  CURRENT  CHARTS. 

going  toward  the  east  faster  than  the  earth.  It  would,  therefore,  appear  to  be  blowing  from  the  southwest, 
and  going  toward  the  northeast,  and  exactly  in  the  opposite  direction  to  the  other.  Writing  south  for 
north,  the  same  takes  place  between  the  south  pole  and  the  equator. 

Such  is  the  process  which  is  actually  going  on  in  nature;  and  if  we  take  the  motions  of  these  two 
particles  as  the  type  of  the  motion  of  all,  we  shall  have  an  illustration  of  the  great  currents  in  the  air,  the 
equator  being  near  one  of  the  nodes,  and  there  being  two  systems  of  currents,  an  upper  and  an  under, 
between  it  and  each  pole. 

Halley,  in  his  theory  of  the  trade-winds,  pointed  out  the  key  to  the  explanation  so  far,  of  the  atmo- 
spherical circulation;  but,  were  the  explanation  to  rest  here,  a  northeast  trade-wind  extending  from  the 
pole  to  the  equator  would  satisfy  it;  and  were  this  so,  we  should  have,  on  the  surface,  no  winds  but  the 
northeast  trade-winds  on  this  side,  and  none  but  southeast  trade-winds  on  the  other  side,  of  the  equator. 

5.  Let  us  return  now  to  our  northern  particle  (Plate  IT.),  and  follow  it  in  a  round  from  the  north  pole 
across  the  equator  to  the  south  pole,  and  back  again.  Setting  off  from  the  polar  regions,  this  particle  of 
air,  for  some  reason  which  does  not  appear  to  have  been  very  satisfactorily  explained  by  philosophers, 
instead  of  travelling  (§  4)  on  the  surface  all  the  way  from  the  pole  to  the  equator,  travels  in  the  upper 
regions  of  the  atmosphere  for  a  part  of  the  way,  and  until  it  gets  near  the  parallel  of  30°.  Here  it  meets, 
also  in  the  clouds,  the  hypothetical  particle  that  is  coming  from  the  south,  and  going  north  to  take  its  place. 

6.  About  this  parallel  of  30°  north,  then,  these  two  particles  press  against  each  other  with  the  whole 
amount  of  their  motive  power,  and  produce  a  calm  and  an  accumulation  of  atmosphere:  this  accumulation 
is  sufficient  to  balance  the  pressure  of  the  two  winds  from  the  north  and  south. 

7.  From  under  this  bank  of  calms,  which  seamen  call  the  "horse  latitudes"  (I  have  called  them  the 
calms  of  Cancer),  two  surface  currents  of  wind  are  ejected ;  one  toward  the  equator,  as  the  northeast  trades, 
the  other  toward  the  pole,  as  the  southwest  passage  winds. 

These  winds  come  out  at  the  lower  surface  of  the  calm  region,  and  consequently  the  place  of  the  air 
borne  away  in  this  manner  must  be  supplied,  we  may  infer,  by  downward  currents  from  the  superin- 
cumbent air  of  the  calm  region.  Like  the  case  of  a  vessel  of  water  which  has  two  streams  from  opposite 
directions  running  in  at  the  top,  and  two  of  equal  capacity  discharging  in  opposite  directions  at  the 
bottom,  the  motion  of  the  water  would  be  downward,  so  is  the  motion  of  the  air  in  this  calm  zone. 

The  barometer,  in  this  calm  region,  is  said  to  stand  higher  than  it  does  either  to  the  north  or  to 
the  south  of  it ;  and  this  is  another  proof  as  to  the  banking  up  here  of  the  atmosphere,  and  pressure 
from  its  downward  motion. 

8.  Following  our  imaginary  particle  of  air  from  the  north  across  this  calm  belt,  we  now  feel  it 
moving  on  the  surface  of  the  earth  as  the  northeast  trade-wind;  and  as  such  it  continues,  till  it  arrives 
near  the  equator,  where  it  meets  a  like  particle,  which,  starting  from  the  south  pole  at  the  same  time 
the  other  started  from  the  north  pole,  has  blown  as  the  southeast  trade-wind. 

9.  Here,  at  this  equatorial  place  of  meeting,  there  is  another  conflict  of  winds  and  another  calm 
region,  for  a  northeast  and  southeast  wind  cannot  blow  at  the  same  time  in  the  same  place.    The  two 


THE   ATMOSl'IIEUi;.  17 

particles  have  been  jout  in  motion  by  the  same  power;  tbey  meet  with  equal  force;  and,  therefore,  at 
their  place  of  meeting,  are  stopped  in  their  course.     Hence  this  calm  belt. 

10.  Warmed  now  by  the  heat  of  the  sun,  and  pressed  on  each  side  by  the  whole  force  of  the 
northeast  and  southeast  trades,  these  two  hypothetical  particles,  taken  as  the  type  of  the  whole,  cease 
to  move  onward  and  ascend.  This  operation  is  the  reverse  of  that  which  took  place  at  the  meeting 
(§  6)  near  the  parallel  of  30°. 

11.  This  imaginary  particle  then,  having  ascended  to  the  upper  regions  of  the  atmosphere  again, 
travels  there  counter  to  the  southeast  trades,  until  it  meets,  near  the  calm  belt  of  Capricorn,  another 
particle  from  the  south  pole;  here  there  is  a  descent  as  before  (§  7);  it  then  (§  4)  flows  on  toward  the 
south  pole  as  a  surface  wind  from  the  northwest. 

Entering  the  polar  regions  obliquely,  it  is  pressed  upon  by  similar  particles  flowing  in  oblique 
currents  across  every  meridian ;  and  here  again  is  a  calm  place  or  node;  for,  as  our  imaginary  particle 
approaches  the  parallels  near  the  polar  calms  more  and  more  obliquely,  it,  with  all  the  rest,  is  whirled 
about  the  pole  in  continued  gyrations;  finally,  reaching  the  vortex  or  the  calm  place,  it  is  carried 
upward  to  the  regions  of  atmosphere  above,  whence  it  commences  again  its  circuit  to  the  north  as  an 
upper  current,  as  far  as  the  calm  belt  of  Capricorn ;  here  it  encounters  (§  11)  its  fellow  from  the  north 
(§4);  they  stop,  descend,  and  flow  out  as  surface  currents  (§  7),  the  one  with  which  the  imagination 
is  travelling,  to  the  equatorial  calms  as  the  southeast  trade-wind ;  here  (§  9)  it  ascends,  travelling  thence 
to  the  calm  belt  of  Cancer  as  an  upper  current  counter  to  the  northeast  trades.  Here  (§§  6  and  5) 
it  ceases  to  be  an  upper  current,  but,  descending  (§  7),  travels  on  with  the  southwest  passage  winds 
toward  the  pole. 

Now  the  course  we  have  imagined  an  atom  of  air  to  take  is  this  (Plate  II.) :  an  ascent  at  P,  the  north 
pole ;  an  efflux  thence  as  an  upper  current  (§  5)  until  it  meets  G  (also  an  upper  current)  over  the  calms  of 
Cancer.  Here  (§  6)  there  is  supposed  to  be  a  descent,  as  shown  by  the  arrows  along  the  wavy  lines  which 
envelop  the  circle.  This  upper  current  from  the  pole  (§  3)  now  becomes  the  northeast  trade-wind  B  (§  8), 
on  the  surface,  until  it  meets  the  southeast  trades  in  the  equatorial  calms,  when  it  ascends  and  travels  as  C 
with  the  upper  current  to  the  calms  of  Capricorn,  then  as  D  with  the  prevailing  northwest  surface  current 
to  the  soutb  pole,  thence  up  with  the  arrow  P,  and  around  with  the  hands  of  a  watch,  and  back,  as 
indicated  by  the  arrows  along  E,  F,  G,  and  H. 

The  Bible  frequently  makes  allusions  to  the  laws  of  nature,  their  operation  and  effects.  But  such 
allusions  are  often  so  wrapped  in  the  folds  of  the  peculiar  and  graceful  drapery  with  which  its  language  is 
occasionally  clothed,  that  the  meaning,  though  peeping  out  from  its  thin  covering  all  the  while,  yet  lies  in 
some  sense  concealed,  until  the  lights  and  revelations  of  science  are  thrown  upon  it ;  then  it  bursts  out  and 
strikes  us  with  great  force  and  beauty. 

As  our  knowledge  of  nature  and  her  laws  has  increased,  so  has  our  understanding  of  many  passages 
in  the  Bible  been  improved.     The  Bible  called  the  earth  "  the  round  world  ;"  yet  for  ages  it  was  considered 


18  THE  WIND  AND  CURKKNT  CHARTS. 

a  heresy  for  Christian  men  to  say  the  world  is  round ;  and,  finally,  sailors  circumnavigated  the  globe, 
proved  the  Bible  to  be  right,  and  confounded  theologians  so  called. 

"  Canst  thou  bind  the  influences  of  the  Pleiades  ?" 

Astronomers  of  the  present  day,  if  they  have  not  answered  this  question,  have  thrown  so  much  light 
upon  it  as  to  show  that,  if  ever  it  be  answered  by  man,  he  must  consult  the  science  of  astronomy.  It  has 
been  recently  established  that  the  earth  and  sun,  with  their  splendid  retinue  of  comets,  satellites,  and 
planets,  are  all  in  motion  around  some  point  or  centre  of  attraction  inconceivably  remote,  and  that  that 
point  is  in  the  direction  of  the  star  Alcyon,  one  of  the  Pleiades! 

Who,  therefore,  can  ever  "  bind  their  influences  ?" 

And  as  for  the  general  system  of  atmospherical  circulation  which  I  have  been  so  long  endeavoring  to 
describe,  the  Bible  tells  it  all  in  a  single  sentence :  "  The  wind  goeth  toward  the  south,  and  turneth  about 
unto  the  north ;  it  whirleth  about  continually,  and  the  wind  returneth  again  according  to  his  circuits."* 

12.  Of  course,  as  the  surface  winds  H  and  D  (Plate  II.)  approach  the  poles,  there  must  be  a  sloughing 
offj  if  I  may  be  allowed  the  expression,  of  air  from  the  surface  winds,  in  consequence  of  their  approaching 
the  poles.  For  as  they  near  the  poles,  the  parallels  become  smaller  and  smaller,  and  the  surface  current 
must  either  extend  much  higher  up,  and  blow  with  greater  rapidity  as  it  approaches  the  poles,  or  else  a 
part  of  it  must  be  sloughed  off  above,  and  so  turn  back  before  reaching  the  poles.  The  latter  is  probably 
the  case. 

Investigations  have  shown  that  the  southeast  trade-wind  region  is  much  larger  than  the  northeast.  I 
speak  now  of  its  extent  over  the  Atlantic  Ocean  only  ;  that  the  southeast  trades  are  the  fresher,  and  that 
they  often  push  themselves  up  to  10°  or  15°  of  north  latitude;  whereas  the  northeast  trade- winds  of  the 
Atlantic  seldom  get  south  of  the  equator. 

The  peculiar  clouds  of  the  trade-winds  are  formed  between  the  upper  and  lower  currents  of  air. 
They  are  probably  formed  of  vapor  condensed  from  the  upper  current,  and  evaporated  as  it  descends  by 
the  lowef  and  dry  current  from  the  poles.  It  is  the  same  pheaojnenon  up  there  which  is  so  often  observed 
here  below ;  when  a  cool  and  dry  current  of  air  meets  a  warm  and  wet  one,  an  evolution  of  vapor  or  fog 
ensues. 

We  now  see  the  general  course  of  the  "  wind  in  his  circuits,"  as  we  see  the  general  course  of  the 
water  in  a  river.  There  are  many  abrading  surfaces,  irregularities,  &c.,  which  produce  a  thousand  eddies 
in  the  main  stream ;  yet,  nevertheless,  the  general  direction  of  the  whole  is  not  disturbed  nor  affected  by 
those  counter  currents ;  so  with  the  atmosphere  and  the  variable  winds  which  we  find  here  in  this  latitude. 

Have  I  not,  therefore,  very  good  grounds  for  the  opinion  (§  1)  that  the  "  wind  in  his  circuits,"  though 
apparently  to  us  never  so  wayward,  is  as  obedient  to  law  and  as  subservient  to  order  as  were  the  morning 
stars  when  they  "  sang  together?" 

13.  There  arc  at  least  two  forces  concerned  in  driving  the  wind  through  its  circuits.     We  have  seen 

*  Eccl.,  i.  6. 


THE  ATMOSPHERE.  19 

(§§  3  and  4)  whence  that  force  is  derived  which  gives  easting  to  the  winds  as  they  approach  the  equator,  and 
westing  as  they  approach  the  poles,  and  allusion,  without  explanation,  has  been  made  (§  10)  to  the  source 
whence  they  derive  their  northing  and  their  southing.  The  trade- winds  are  caused,  it  is  said,  by  the  inter- 
tropical heat  of  the  sun,  which,  expanding  the  air,  causes  it  to  rise  up  near  the  equator ;  it  then  flows  off 
in  the  upper  currents  north  and  south,  and  there  is  a  rush  of  air  at  the  surface  both  from  the  north  and 
the  south  to  restore  the  equilibrium — hence  the  trade-winds.  But  to  the  north  side  of  the  trade-wind  belt 
in  the  northern  (§  6),  and  on  the  south  side  in  the  southern  hemisphere  (§  11),  the  prevailing  direction  of 
the  winds  is  not  toward  the  source  of  heat  about  the  equator,  but  exactly  in  the  opposite  direction.  In 
the  extra-tropical  region  of  each  hemisphere  the  prevailing  winds  blow  from  the  equator  toward  the  poles. 
It  therefore  at  first  appears  paradoxical  to  say  that  heat  makes  the  easterly  winds  of  the  torrid  zone  blow 
toward  the  equator,  and  the  westerly  winds  of  the  temperate  zones  to  blow  toward  the  poles.  Let  us 
illustrate : — 

The  primum  mobile  of  the  extra-tropical  winds  toward  the  equator  is,  as  just  intimated,  generally 
ascribed  to  heat,  and  in  this  wise,  viz :  Suppose,  for  the  moment,  the  earth  to  have  no  diurnal  rotation ;  that 
it  is  at  rest ;  that  the  rays  of  the  sun  have  been  cut  off  from  it ;  that  the  atmosphere  has  assumed  a  mean 
uniformity  of  temperature,  the  thermometer  at  the  equator  and  the  thermometer  at  the  poles  giving  the 
same  reading;  that  the  winds  are  still,  and  that  the  whole  aerial  ocean  is  in  equilibrium  and  at  rest.  Now 
imagine  the  screen  which  is  supposed  to  have  shut  off  the  influence  of  the  sun  to  be  removed,  and  the 
whole  atmosphere  to  assume  the  various  temperatures  in  the  various  parts  of  the  world  that  it  actually  has 
at  this  moment,  what  would  take  place,  supposing  the  uniform  temperature  to  be  a  mean,  between  the 
actual  temperature  at  the  equator  and  that  at  the  poles  ?  Why,  this  would  take  place ;  a  swelling  up  of 
the  atmosphere  about  the  equator  by  the  expansive  force  of  intertropical  heat,  and  a  contraction  of  it  about 
the  poles  in  consequence  of  the  cold.  These  two  forces,  considering  them  under  their  most  obvious  effects, 
would  disturb  the  supposed  atmospherical  equilibrium  by  altering  the  level  of  the  great  aerial  ocean ;  the 
expansive  force  of  heat  elevating  it  about  the  equator,  and  the  contracting  powers  of  cold  depressing  it 
about  the  poles.  And  forthwith  two  systems  of  winds  would  commence  to  blow,  viz :  one  in  the  upper 
regions  from  the  equator  toward  the  poles,  and  as  this  warm  and  expanded  air  should  flow  toward  either 
pole,  seeking  its  level,  a  wind  would  blow  on  the  surface  from  either  pole  to  restore  the  air  to  the  equator 
which  the  upper  current  had  carried  off. 

These  two  winds  would  blow  due  north  and  south  ;  the  effects  of  heat  at  the  equator,  and  cold  at  the 
poles,  would  cause  them  so  to  do.  Now  suppose  the  earth  to  commence  its  diurnal  rotation ;  then,  instead 
of  having  these  winds  north  and  south  winds,  they  will,  for  reasons  already  explained  (§  3),  approach  the 
equator  on  both  sides  with  easting  in  them,  and  each  pole  with  westing. 

The  circumference  of  the  earth,  measured  on  the  parallel  of  60°,  is  only  half  what  it  is  when  measured 
oti  the  equator.  Therefore,  supposing  velocity  to  be  the  same,  only  half  the  volume  of  atmosphere  (§  13) 
that  sets  off  from  the  equator  as  an  upper  current 'toward  the  poles  can  cross  the  parallel  of  60°  north  or 


20  THE  WIND  AND  CUKHENT  CHARTS. 

south.  The  other  moiety  has  been  gradually  drawn  in  and  carried  back  (§  12)  by  the  current  which  is 
moving  in  the  opposite  direction. 

Such,  and  such  only,  would  be  the  extent  of  the  power  of  the  sun  to  create  a  polar  and  equatorial 
flow  of  air,  were  its  power  confined  simply  to  a  change  of  level.  But  the  atmosphere  has  been  invested 
with  another  property  which  increases  its  mobility,  and  gives  the  heat  of  the  sun  still  more  power  to  put 
it  in  motion,  and  it  is  this ;  as  heat  changes  the  atmospherical  level,  it  changes  also  the  specific  gravity  of 
the  air  acted  upon.  If,  therefore,  the  level  of  the  great  aerial  ocean  were  undisturbed  by  the  sun's  rays, 
and  if  the  air  were  adapted  to  a  change  of  specific  gravity  alone,  without  any  change  in  volume,  this 
quality  would  also  be  the  source  of  at  least  two  systems  of  currents  in  the  air,  viz :  an  upper  and  a  lower. 
The  two  agents  combined,  viz :  that  which  changes  level  or  volume,  and  that  which  changes  specific 
gravity,  give  us  the  general  currents  under  consideration.  Hence  we  say  that  the  primum  moUle  of  the 
air  is  derived  from  change  of  specific  gravity  induced  by  the  freezing  temperature  of  the  polar  regions,  as 
well  as  from  change  of  specific  gravity  due  the  expanding  force  of  the  sun's  rays  within  the  tropics. 

Therefore,  fairly  to  appreciate  the  extent  of  the  influence  due  the  heat  of  the  sun  in  causing  the  winds, 
it  should  be  recollected  that  we  may  with  as  much  reason  ascribe  to  the  inter-tropical  heat  of  the  sun  the 
northwest  winds,  which  are  the  prevailing  winds  of  the  extra-tropical  regions  of  the  southern  hemisphere 
or  the  southwest  winds,  which  are  the  prevailing  winds  of  the  extra-tropical  regions  of  the  northern 
hemisphere,  as  we  may  the  trade-winds,  which  blow  in  the  opposite  directions.  Paradoxical,  therefore,  as  it 
seems  for  us  to  say  that  the  heat  of  the  sun  causes  the  winds  between  the  parallels  of  25°  or  30°  north  and 
south  to  blow  toward  the  equator,  and  that  it  also  causes  the  prevailing  winds  on  the  polar  sides  of  these 
same  parallels  to  blow  toward  the  poles,  yet  the  paradox  ceases  when  we  come  to  recollect  that  by  the 
process  of  equatorial  heating  and  polar  cooling  which  is  going  on  in  the  atmosphere,  the  specific  gravity  of 
the  air  is  changed  as  well  as  its  level.  Nevertheless,  as  Halley  said,  in  his  paper  read  before  the  Eoyal 
Society  in  London  in  1686,  "  it  is  likewise  very  hard  to  conceive  why  the  limits  of  the  trade-wind  should 
be  fixed  about  the  parallel  of  latitude  30°  all  around  the  globe,  and  that  they  should  so  seldom  exceed  or 
fall  short  of  those  bounds." 

14.  Operated  upon  by  the  equilibrating  tendency  of  the  atmosphere  and  by  diurnal  rotation,  the 
wind  approaches  the  north  pole,  for  example,  by  a  series  of  spirals  from  the  southwest  (§  11).  If  we 
draw  a  circle  about  this  pole  on  a  common  terrestrial  globe,  and  intersect  it  by  spirals  to  represent  the 
direction  of  the  wind,  we  shall  see  that  the  wind  enters  all  parts  of  this  circle  from  the  southwest,  and,  con- 
sequently, that  a  whirl  ought  to  be  created  thereby,  in  which  the  ascending  column  of  air  revolves  from 
right  to  left,  or  against  the  hands  of  a  watch.  At  the  south  pole  the  winds  come  from  the  northwest  (§  11), 
and  consequently  there  they  revolve  about  it  with  the  hands  of  a  watch. 

That  this  should  be  so  will  be  obvious  to  any  one  who  will  look  at  the  arrows  on  the  polar  sides  of  the 
calms  of  Cancer  and  Capricorn  (Plate  II.).  These  arrows  are  intended  to  represent  the  prevailing  direction 
of  the  wind  at  the  surface  of  the  earth. 

It  is  a  singular  coincidence  between  these  two  facts  thus  deduced,  and  other  facts  which  have  been 


THE  ATMOSPHEKK.  21- 

observed,  and  ■which  have  been  set  forth  by  Eedfield,  Reid,  Piddington,  and  others,  viz :  that  all  rotary 
storms  in  the  northern  hemisphere  revolve  as  do  the  whirlwinds  about  the  north  pole,  viz:  from  right  to 
left,  and  that  all  circular  gales  in  the  southern  hemisphere  revolve  in  the  opposite  direction,  as  does  the 
whirl  about  the  south  pole. 

How  can  there  be  any  connection  between  the  rotary  motion  of  the  wind  about  the  pole,  and  the 
rotary  motion  of  it  in  a  gale  caused  here  by  local  agents  ? 

That  there  is  probably  such  a  connection  has  been  suggested  by  other  facts  and  circumstances,  for, 
although  the  theory  of  heat  satisfies  many  conditions  of  the  problem,  and  though  heat,  doubtless,  is  one  of 
the  chief  agents  in  keeping  up  the  circulation  of  the  atmosphere,  yet  it  can  be  made  to  appear  that  it  is  not 
the  soh  agent ;  magnetism,  probably,  has  something  to  do  with  it. 

15.  So  far,  we  see  how  the  atmosphere  moves ;  but  the  atmosphere,  like  every  other  department  in  the 
economy  of  nature,  has  its  offices  to  perform,  and  they  are  many.  I  have  already  alluded  to  some  of  them ; 
but  I  only  propose,  at  this  time,  to  consider  some  of  the  meteorological  agencies  at  sea,  which,  in  the  grand 
design  of  creation,  have  probably  been  assigned  to  this  wonderful  machine. 

To  distribute  moisture  over  the  surface  of  the  earth,  and  to  temper  the  climate  of  different  latitudes,  it 
would  seem,  are  two  great  offices  assigned  by  their  Creator  to  the  ocean  and  the  air. 

When  the  northeast  and  southeast  trades  meet  and  produce  the  equatorial  calms  (§  9),  the  air,  by  this 
time,  is  heavily  laden  with  moisture,  for  in  each  hemisphere  it  has  travelled  obliquely  over  a  large  space  of 
the  ocean.  It  has  no  room  for  escape  but  in  the  upward  direction  (§  10).  It  expands  as  it  ascends,  and 
becomes  cooler ;  a  portion  of  its  vapor  is  thus  condensed,  and  comes  down  in  the  shape  of  rain.  Therefore 
it  is  that,  under  these  calms,  we  have  a  region  of  constant  precipitation.  Old  sailors  tell  us  of  such  dead 
calms  of  long  continuance  here,  of  such  heavy  and  constant  rains,  that  they  have  scooped  up  fresh  water 
from  the  surface  of  the  sea. 

The  conditions  to  which  this  air  is  exposed  here  under  the  equator  are  probably  not  such  as  to  cause 
it  to  precipitate  all  the  moisture  that  it  has  taken  up  in  its  long  sweep  across  the  waters.  Let  us  see  what 
becomes  of  the  rest ;  for  Nature,  in  her  economy,  permits  nothing  to  be  taken  away  from  the  earth  which 
is  not  to  be  restored  to  it  again  in  some  form,  and  at  some  time  or  other. 

Consider  the  great  rivers — the  Amazon  and  the  Mississippi,  for  example.  "We  see  them,  day  after  day 
and  year  after  year,  discharging  an  immense  volume  of  water  into  the  ocean. 

"All  the  rivers  run  into  the  sea,  yet  the  sea  is  not  full." — Ecc,  i.  7.  Where  do  the  waters  so  dis- 
charged go,  and  where  do  they  come  from  ?  They  come  from  their  sources,  you  will  say.  But  whence 
are  their  sources  supplied?  for,  unless  what  the  fountain  sends  forth  be  returned  to  it  again,  it  will  fail  and 
be  dry. 

16.  We  see  simply,  in  the  waters  that  are  discharged  by  these  rivers,  the  amount  by  which  the  pre- 
cipitation exceeds  the  evaporation  throughout  the  whole  extent  of  valley  drained  by  them ;  and  by  precipi- 
tation I  mean  the  total  amount  of  water  that  falls  from,  or  is  deposited  by  the  atmosphere,  whether  as  dew, 
rain,  hail,  or  snow. 


22  THE  WIND  AND  C0EEENT  CHARTS. 

The  springs  of  these  rivers  are  supplied  from  the  rains  of  heaven,  and  these  rains  are  formed  of 
vapors  which  are  taken  up  from  the  sea,  that  "it  be  not  full,"  and  carried  up  to  the  mountains  through 
the  air. 

"Not^the  place  whence  the  rivers  come,  thither  they  return  again." 

17.  Behold,  now,  the  waters  of  the  Amazon,  of  the  Mississippi,  the  St.  Lawrence,  and  all  the  great 
rivers  of  America,  Europe,  and  Asia,  lifted  up  by  the  atmosphere,  and  flowing  in  invisible  streams  back 
through  the  air  to  their  sources  among  the  hills,  and  that  through  channels  so  regular,  certain,  and  well 
defined,  that  the  quantity  thus  conveyed  one  year  with  the  other  is  nearly  the  same :  for  that  is  the 
quantity  which  we  see  running  down  to  the  ocean  through  these  rivers;  and  the  quantity  discharged 
annually  by  each  river  is,  as  far  as  we  can  judge,  nearly  constant. 

We  now  begin  to  conceive  what  a  powerful  machine  the  atmosphere  must  be ;  and,  though  it  is 
apparently  so  capricious  and  wayward  in  its  movements,  here  is  evidence  of.  order  and  arrangement  which 
we  must  admit,  and  proof  which  we  cannot  deny,  that  it  performs  this  mighty  office  with  regularity  and 
certainty,  and  is  therefore  as  obedient  to  law  as  is  the  steam-engine  to  the  will  of  its  builder. 

18.  It,  too,  is  an  engine.  The  South  Seas  themselves,  in  all  their  vast  inter-tropical  extent,  are  the 
boiler  for  it,  and  the  northern  hemisphere  is  its  condenser. 

19.  Where  does  the  vapor  that  makes  the  rains  which  feed  the  rivers  of  the  northern  hemisj^here  come  from? 
The  proportion  between  the  land  and  water  in  the  northern  hemisphere  is  very  different  from  the 

proportion  between  them  in  the  southern.  In  the  northern  hemisphere,  the  land  and  water  are  nearly 
equally  divided.  In  the  southern,  there  is  several  times  more  water  than  land.  Most  of  the  great  rivers 
in  the  world  are  in  the  northern  hemisphere,  where  there  is  less  ocean  to  supply  them.  Whence,  then,  are 
their  sources  replenished  ?  Those  of  the  Amazon  are  supplied  with  rains  from  the  equatorial  calms  and 
trade-winds  of  the  Atlantic.  That  river  runs  east,  its  branches  come  from  the  north  and  south;  it  is  always 
the  rainy  season  on  one  side  or  the  other  of  it ;  consequently,  in  its  lower  parts,  it  is  without  periodic 
stages  of  a  very  marked  character.  There  it  is  always  near  its  high-water  mark.  For  one-half  of  the  year 
its  northern  tributaries  are  flooded,  and  its  southern  for  the  other  half.  It  discharges  under  the  line,  and 
as  its  tributaries  come  from  both  hemispheres,  it  cannot  be  said  to  belong  exclusively  to  either.  It  is  sup- 
plied with  water  from  the  Atlantic  Ocean.  Taking  the  Amazon,  therefore,  out  of  the  count,  the  Kio  de  la 
Plata  is  the  only  great  river  of  the  southern  hemisphere. 

There  is  no  large  river  in  New  Holland.  The  South  Sea  Islands  give  rise  to  none,  nor  is  there  one  in 
South  Africa  that  we  know  of. 

The  great  rivers  of  North  America  and  North  Africa,  and  all  the  rivers  of  Europe  and  Asia,  lie  wholly 
within  the  northern  hemisphere.  How  is  it,  then,  considering  that  the  evaporating  surface  lies  mainly  in 
the  southern  hemisphere — how  is  it,  I  say,  that  we  should  have  the  evaporation  to  take  place  in  one  hemi- 
sphere, and  the  condensation  in  the  other?  The  total  amount  of  rain  which  falls  in  the  northern  hemisphere 
is  much  greater,  meteorologists  tell  us,  than  that  which  falls  in  the  southern.  The  annual  amount  of  rain 
in  the  north  temperate  zone  is  half  as  much  again  as  that  of  the  south  temperate. 


THE  ATMOSPHERE.  23 

20.  How  is  it,  then,  that  this  vapor  gets,  as  stated  (§  18),  from  the  southern  into  the  northern  hemi- 
sphere, and  comes  with  such  regularity  that  our  rivers  never  go  dry,  and  our  springs  fail  not?  It  is  because 
of  the  beautiful  operations  and  the  exquisite  compensation  of  this  grand  machine,  the  atmosphere.  It  is 
exquisitely  and  wonderfully  counterpoised.  Late  in  the  autumn  of  the  north,  throughout  its  winter,  and 
in  early  spring,  the  sun  is  pouring  his  rays  with  the  greatest  intensity  down  upon  the  seas  of  the  southern 
hemisphere,  and  this  powerful  engine  which  we  are  contemplating  is  pumping  up  the  water  there  (§  18) 
for  our  rivers  with  the  greatest  activity.  At  these  seasons,  the  mean  temperature  of  the  entire  southern 
hemisphere  is  said  to  be  about  10°  higher  than  the  northern. 

The  heat  which  this  heavy  evaporation  absorbs  becomes  latent,  and,  with  the  moisture,  is  carried 
through  the  upper  regions  of  the  atmosphere  until  it  reaches  our  climates.  Here  the  vapor  is  formed  into 
clouds,  condensed,  and  precipitated.  The  heat  which  held  this  water  in  the  state  of  vapor  is  set  free,  it 
becomes  sensible  heat,  and  it  is  that  which  contributes  so  much  to  temper  our  winter  climate.  It  clouds 
up  in  winter,  turns  warm,  and  we  say  we  are  going  to  have  falling  weather.  That  is  because  the  process 
of  condensation  has  already  commenced,  though  no  rain  or  snow  may  have  fallen:  thus  we  feel  this  southern 
heat,  that  has  been  collected  from  the  rays  of  the  sun  by  the  sea,  been  bottled  away  by  the  winds  in  the 
clouds  of  a  southern  summer,  and  set  free  in  the  process  of  condensation  in  our  northern  winter. 

21.  If  Plate  II.  fairly  represent  the  course  of  the  winds,  the  southeast  trade-winds  would  enter  the 
northern  hemisphere,  and,  as  an  upper  current,  bear  .into  it  all  their  moisture,  except  that  which  is 
precipitated  in  the  region  of  equatorial  calms. 

The  South  Seas,  then,  according  to  §  18,  should  supply  mainly  the  water  for  this  engine,  while  the 
northern  hemisphere  condenses  it ;  we  should,  therefore,  have  more  rain  in  the  northern  hemisphere.  The 
rivers  tell  us  that  we  have — at  least  on  the  land :  for  the  great  watercourses  of  the  globe  (§  19),  and  half 
the  fresh  water  in  the  world,  are  found  on  our  side  of  the  equator.  This  fact  alone  is  strongly  corrobo- 
rative of  this  hypothesis. 

The  rain  gauge  tells  us  also  the  same  story.  The  yearly  average  of  rain  in  the  north  temjDerate  zone 
is,  according  to  Johnston,  thirty-seven  inches.     He  gives  but  twenty-six  in  the  south  temperate. 

22.  Moisture  is  never  extracted  from  the  air  by  subjecting  it  from  a  low  to  a  higher  temperature,  but 
the  reverse.  Thus,  all  the  air  which  comes  loaded  with  moisture  from  the  other  hemisphere,  and  is  borne 
into  this  with  the  southeast  trade-winds,  travels  in  the  upper  regions  of  the  atmosphere  (§  6)  until  it  reaches 
the  calms  of  Cancer ;  here  it  becomes  the  surface  wind  that  prevails  from  the  southward  and  westward. 
As  it  goes  north  it  grows  cooler,  and  the  process  of  condensation  commences. 

We  may  now  liken  it  to  the  wet  sponge,  and  the  decrease  of  temperature  to  the  hand  that  squeezes 
that  sponge.  Finally  reaching  the  cold  latitudes,  all  the  moisture  that  a  dew-point  of  zero,  and  even  far 
below,  can  extract,  is  wrung  from  it ;  and  this  air  then  commences  "  to  return  according  to  his  circuits"  as 
dry  atmosphere  ;  and  being  dry,  it  licks  up  the  clouds  it  meets  on  its  way  south,  making  clear  weather  as 
it  goes.  And  here  we  can  quote  Scripture  again :  "  The  north  wind  driveth  away  rain."  This  is  a 
meteorological  fact  of  high  authority  and  great  importance  in  the  study  of  the  circulation  of  the  atmosphere. 


24  THE  WIND  AND  CURRENT  CHARTS. 

23.  By  reasoning  in  tliis  manner,  we  are  led  to  the'conclusion  that  our  rivers  are  supplied  with  their 
waters  principally  from  the  trade-wind  regions — the  extra-tropical  northern  rivers  from  the  southern  trades, 
and  the  extra-tropical  southern  rivers  from  the  northern  trade-winds,  for  the  trade-winds  are  the  evapo- 
rating winds. 

Taking  for  our  guide  such  faint  glimmerings  of  light  as  we  can  catch  from  these  facts,  and  supposing 
these  views  to  be  correct,  then  the  saltest  portion  of  the  sea  should  be  in  the  trade-wind  regions,  where  the 
water  for  all  the  rivers  is  evaporated;  and  there  the  saltest  portions  are  found. 

24.  Dr.  Euschenberger,  of  the  Navy,  on  his  late  voyage  to  India,  was  kind  enough  to  conduct  a  series 
of  observations  on  the  specific  gravity  of  sea  water.  In  about  the  parallel  of  17°  north  and  south — 
midway  of  the  trade-wind  regions — he  found  the  heaviest  water.  Though  so  warm,  the  water  there  was 
heavier  than  the  cold  water  to  the  south  of  the  Cape  of  Good  Hope.  Lieutenant  D.  D.  Porter,  in  the 
steamship  Golden  Age,  found  the  heaviest  water  about  the  parallels  of  20°  north  and  17°  south. 

In  summing  up  the  evidence  in  favor  of  this  view  of  the  general  system  of  atmospherical  circulation, 
it  remains  to  be  shown  how  it  is,  if  the  view  be  correct,  there  should  be  smaller  rivers  and  less  rain  in  the 
southern  hemisphere. 

25.  The  winds  that  are  to  blow  as  the  northeast  trade-winds,  returning  as  upper  currents  from  the 
polar  regions,  where  the  moisture  (§  22)  has  been  compressed  out  of  them,  remain,  as  we  have  seen,  dry 
winds  until  they  cross  the  calm  zone  of  Cancer,  and  are  felt  on  the  surface  as  the  northeast  trades.  About 
two-thirds  of  them  only  can  then  blow  over  the  ocean ;  the  rest  blow  over  the  land,  over  Asia,  Africa,  and 
North  America,  where  there  is  but  comparatively  a  small  portion  of  evaporating  surface  exposed  to  their 
action. 

The  zone  of  the  northeast  trades  extends,  on  an  average,  from  about  29°  north  to  7°  north.  Now,  if 
we  examine  the  globe,  to  see  how  much  of  this  zone  is  land  and  how  much  water,  we  shall  find,  com- 
mencing with  China  and  coming  over  Asia,  the  broad  part  of  Africa,  and  so  on,  across  the  continent  of 
America  to  the  Pacific,  land  enough  to  fill  up,  as  nearly  as  may  be,  just  one-third  of  it.  This  land,  if  thrown 
into  one  body  between  these  parallels,  would  make  a  belt  equal  to  120°  of  longitude  by  22°  of  latitude. 

According  to  the  hypothesis,  illustrated  by  Plate  II.,  as  to  the  circulation  of  the  atmosphere,  it  is  these 
northeast  trade-winds  that  take  up  and  carry  over,  after  they  rise  up  in  the  belt  of  equatorial  calms,  the 
vapors  which  make  the  rains  that  feed  the  rivers  in  the  extra-tropical  regions  of  the  southern  hemisphere. 

Upon  this  supposition,  then,  two-thirds  only  of  the  northeast  trade-winds  are  fully  charged  with 
moisture,  and  only  two-thirds  of  the  amount  of  rain  that  falls  in  the  northern  hemisphere  should  fall  in 
the  southern,  and  this  is  just  about  the  proportion  (§  21)  that  observation  gives. 

26.  In  like  manner,  the  southeast  trade- winds  take  up  the  vapors  which  make  our  rivers,  and  as  they 
prevail  to  a  much  greater  extent  at  sea,  and  have  exposed  to  their  action  about  three  times  as  much  ocean 
as  the  northeast  trade-winds  have,  we  might  expect,  according  to  this  hypothesis,  more  rains  in  the 
northern — and,  consequently,  more  and   larger  rivers — than  in  the  southern  hemisphere.     A  glance  at 


TUE   ATMOSPHKRE.  25 

Plate  XVIII.  will  show  how  very  much  larger  that  part  of  the  ocean  over  which  the  southeast  trades 
prevail  is  than  that  where  the  northeast  trade-winds  blow. 

27.  This  estimate  as  to  the  quantity  of  rain  in  the  two  hemispheres  is  one  which  is  not  capable  of 
verification  by  any  more  than  the  rudest  approximations ;  for  the  greater  extent  of  southeast  trades  on 
one  side,  and  of  high  mountains  on  the  other,  must  each  of  necessity,  and  independent  of  other  agents, 
have  their  effects.  Nevertheless,  this  estimate  gives  as  close  an  approximation  as  we  can  make  out  from 
any  other  data. 

28.  The  rainy  seasons,  how  caused. — The  calm  and  trade-wind  regions  or  belts  move  up  and  down  the 
earth,  annually,  in  latitude  nearly  a  thousand  miles.  In  July  and  August  the  zone  of  equatorial  calms  is 
found  between  7°  north  and  12°  north;  sometimes  higher;  in  March  and  April,  between  latitude  5°  south 
and  2°  north. 

With  this  fact  and  these  points  of  view  before  us,  it  is  easy  to  perceive  why  it  is  that  we  have  a  rainy 
season  in  Oregon,  a  rainy  and  dry  season  in  California,  another  at  Panama,  two  at  Bogota,  none  in  Peru, 
and  one  in  Chili. 

In  Oregon  it  rains  every  month,  but  more  in  the  winter  months. 

The  winter  there  is  the  summer  of  the  southern  hemisphere,  when  this  steam-engine  is  working  with 
the  greatest  pressure.  The  vapor  that  is  taken  up  by  the  southeast  trades  is  borne  along  over  the  region 
of  northeast  trades  to  latitude  35°  or  40°  north  (§  21),  where  it  descends  and  appears  on  the  surface  with 
the  southwest  winds  of  those  latitudes.  Driving  upon  the  highlands  of  the  continent,  this  vapor  is  con- 
densed and  precipitated,  during  this  part  of  the  year,  almost  in  constant  showers. 

In  the  winter,  the  calm  belt  of  Cancer  approaches  the  equator.  This  whole  system  of  zones,  viz :  of 
trades,  calms,  and  westerly  winds,  follows  the  sun  in  declination;  and  they  of  our  hemisphere  are  nearer 
the  equator  in  the  winter  and  spring  months  than  at  any  other  season. 

The  southwest  winds  commence  at  this  season  to  prevail  as  far  down  as  the  lower  part  of  California. 
In  winter  and  spring,  the  land  in  California  is  cooler  than  the  sea  air,  and  is  quite  cold  enough  to  extract 
moisture  from  it.  But  in  summer  and  autumn  the  land  is  the  warmer,  and  can  not  condense  the  vapors  of 
water  held  by  the  air.  So  the  same  cause  which  made  it  rain  in  Oregon,  now  makes  it  rain  in  California. 
As  the  sun  returns  to  the  north,  he  brings  the  calm  belt  of  Cancer  and  the  northeast  trades  along  with 
him ;  and  now,  at  places  where,  six  months  before,  the  southwest  winds  were  the  prevailing  winds,  the 
northeast  trades  are  found  to  blow.  This  is  the  case  in  the  latitude  of  California.  The  prevailing  winds, 
then,  instead  of  going  from  a  warmer  to  a  cooler  climate,  as  before,  are  going  the  opposite  way.  Conse- 
quently, they  cannot,  if  they  have  the  moisture  in  them  to  make  rains  of,  precipitate  it  under  such 
circumstances. 

Panama  is  in  the  region  of  equatorial  calms.     This  belt  of  calms  travels  during  the  year,  back  and 

forth,  over  about  17°  of  latitude,  coming  further  north  in  the  summer,  where  it  tarries  for  several  months, 

'  and  then  returns  so  as  to  reach  its  extre^jne  southern  latitude  some  time  in  March  or  April.     Where  these 

calms  are,  it  is  always  raining,  and  the  Chart  shows  that  they  hang  over  the  latitude  of  Panama  from  June 

>  4 


26  THE  WIND  AND  CURRENT  CHARTS. 

to  November ;  consequently,  from  Jane  to  November  is  the  rainy  season  at  Panam^.  The  rest  of  the 
year  that  place  is  in  the  region  of  the  northeast  trades,  which,  before  they  arrive  there,  have  to  cross  the 
mountains  of  the  isthmus,  on  the  cool  tops  of  which  they  deposit  their  moisture,  and  leave  Panama 
rainless  and  pleasant  until  the  sun  returns  north  with  the  belt  of  equatorial  calms  after  him.  They  then 
push  the  belt  of  northeast  trades  further  to  the  north,  occupy  a  part  of  the  winter  zone,  and  refresh  that 
part  of  the  earth  with  summer  rains.  This  belt  of  calms  moves  over  more  than  double  of  its  breadth, 
and  nearly  the  entire  motion  from  south  to  north  is  accomplished  generally  in  two  months.  May  and  June. 

Take  the  parallel  of  4°  north  as  an  illustration :  during  these  two  months,  the  entire  belt  of  calms 
crosses  this  parallel,  and  then  leaves  it  in  the  region  of  the  southeast  trades.  During  these  two  months,  it 
was  pouring  down  rain  on  that  parallel.  After  the  calm  belt  passes  it,  the  rains  cease,  and  the  people  in 
that  latitude  have  no  more  wet  weather  till  the  fall,  when  the  belt  of  calms  recrosses  this  parallel  on  its 
way  to  the  south.  By  examining  the  "  Trade-wind  Chart,"  it  may  be  seen  what  the  latitudes  are  that  have 
two  rainy  seasons,  and  that  Bogota  is  within  the  bi-rainy  latitudes. 

29.  The  Rainless  Regions. — The  coast  of  Peru  is  within  the  region  of  perpetual  southeast  trade-winds. 
Though  the  Peruvian  shores  are  on  the  verge  of  the  great  South  Sea  boiler,  yet  it  never  rains  there.  The 
reason  is  plain. 

The  southeast  trade-winds  in  the  Atlantic  Ocean  first  strike  the  water  on  the  coast  of  Africa.  Travel- 
ling to  the  northwest,  they  blow  obliquely  across  the  ocean  until  they  reach  the  coast  of  Brazil.  By  this 
time  they  are  heavily  laden  with  vapor,  which  they  continue  to  bear  along  across  the  continent,  depositing 
it  as  they  go,  and  supplying  with  it  the  sources  of  the  Eio  de  la  Plata  and  the  southern  tributaries  of  the 
Amazon. 

Finally,  they  reach  the  snow-capped  Andes,  and  here  is  wrung  from  them  the  last  particle  of  moisture 
that  that  very  low  temperature  can  extract. 

Beaching  the  summit  of  that  range,  they  now  tumble  down  as  cool  and  dry  winds  on  the  Pacific  slopes 
beyond.  Meeting  with  no  evaporating  surface,  and  with  no  temperature  colder  than  that  to  which  they 
were  subjected  on  the  mountain-tops,  they  reach  the  ocean  before  they  become  charged  with  fresh  vapor, 
and  before,  therefore,  they  have  any  which  the  Peruvian  climate  can  extract.  Thus  we  see  how  the  top  of 
the  Andes  becomes  the  reservoir  from  which  are  supplied  the.  rivers  of  Chili  and  Peru. 

The  other  rainless  or  almost  rainless  regions  are  the  western  coasts  of  Mexico,  the  deserts  of  Africa, 
Asia,  North  America,  and  Australia.  Now  study  the  geographical  features  of  the  country  surrounding 
those  regions;  see  how  the  mountain  ranges  run  ;  then  turn  to  Plate  XVIII.  to  see  how  the  winds  blow, 
and  where  the  sources  are  (§  18)  which  supply  them  with  vapors.  This  plate  shows  the  prevailing  direc- 
tion of  the  wind  only  at  sea;  Ijut  knowing  it  there,  we  may  infer  what  it  is  on  the  land.  Supposing  it  to 
prevail  on  the  land  as  it  generally  does  in  corresponding  latitudes  at  sea,  then  the_  Plate  will  suggest 
readily  enough  how  the  winds  that  blow  over  these  deserts  came  to  be  robbed  of  their  moisture,  or,  rather, 
to  have  so  much  of  it  taken  from  them  as  to  reduce  their  dew-point  below  the  desert  temperature;  for  the 
air  (§  22)  can  never  deposit  iL'>  moisture  when  its  temperature  is  higher  than  its  dew-point. 


THE   ATiMOSPHERE.  27 

We  have  a  rainless  region  about  tlie  Eed  Sea,  because  the  Eed  Sea,  for  the  most  part,  lies  within 
the  northeast  trade-wind  region,  and  these  winds,  when  they  reach  that  region,  are  dry  winds,  for  they 
have  as  yet,  in  their  course,  crossed  no  wide  sheets  of  water  from  which  they  could  take  up  a  supply  of 
vapor. 

30.  Most  of  New  Holland  lies  within  the  southeast  trade-wind  region;  so  does  most  of  inter-tropical 
South  America.  But  inter-tropical  South  America  is  the  land  of  showers.  The  largest  rivers  and  most 
copiously  watered  country  in  the  world  are  to  be  found  there,  whereas  almost  exactly  the  reverse  is  the 
case  in  Australia.  "Whence  this  difference?  Examine  the  direction  of  the  winds  with  regard  to  the  shore- 
line of  these  two  regions,  and  the  explanation  will  at  once  be  suggested.  In  Australia — east  coast — the 
shore-line  is  stretched  out  in  the  direction  of  the  trades;  in  South  America — east  coast — it  is  perpendicular 
to  their  direction.  In  Australia,  they  fringe  this  shore  only  with  their  vapor,  and  so  stint  that  thirsty  land 
with  showers,  that  the  trees  cannot  afford  to  spread  their  leaves  out  to  the  sun,  for  it  evaporates  all  the 
moisture  from  them ;  their  instincts,  therefore,  teach  them  to  turn  their  edges  to  his  rays.  In  America 
they  blow  perpendicularly  upon  the  shore,  penetrating  the  very  heart  of  the  country  with  their  moisture. 
Here  the  leaves — as  the  plantain,  &c. — turn  their  broad  sides  up  to  the  sun,  and  court  his  rays. 

31.  Why  there  is  more  rain  on  one  side  of  a  mountain  than  on  the  other. — We  may  now,  from  what  has 
been  said,  see  why  the  Andes,  and  all  other  mountains  which  run  north  and  south,  have  a  dry  and  a  rainy 
side,  and  how  the  prevailing  winds  of  the  latitude  determine  which  is  the  rainy  and  which  the  dry  side. 

Thus,  let  us  take  the  southern  coast  of  Chili  for  illustration.  In  our  summer  time,  when  the  sun 
comes  north,  and  drags  after  him  his  belts  of  perpetual  winds  and  calms,  that  coast  is  left  within  the 
regions  of  the  northwest  winds — the  winds  that  are  counter  to  the  southeast  trades — which,  cooled  by  the 
winter  temperature  of  the  highlands  of  Chili,  deposit  their  moisture  copiously.  During  the  rest  of  the 
year,  the  most  of  Chili  is  in  the  region  of  the  southeast  trades,  and  the  same  causes  which  operate  in 
California  to  prevent  rain  there,  operate  in  Chili ;  only  the  dry  season  in  one  place  is  the  rainy  season  of 
the  other. 

Hence  we  see  that  the  weather  side  of  all  such  mountains  as  the  Andes  is  the  wet  side,  and  the  lee 
side  the  dry. 

32.  The  same  phenomenon,  from  a  like  cause,  is  repeated  in  inter-tropical  India,  only  in  that  country 
each  side  of  the  mountain  is  made  alternately  the  wet  and  the  dry  side  by  a  change  in  the  prevailing 
direction  of  the.  wind.  Plate  XVIII.  shows  India  to  be  in  one  of  the  monsoon  regions;  it  is  the  most 
famous  of  them  all.  From  October  to  April,  the  northeast  trafles  prevail.  They  evaporate  from  the  Bay 
of  Bengal  water  enough  to  feed  with  rains,  during  this  season,  the  western  shores  of  this  bay  .and  the 
Ghauts  range  of  mountains.  This  range  holds  the  relation  to  these  wintj*  that  the  Andes  of  Peru  (§  29) 
hold  to  the  southeast  trades ;  it  first  cools  and  thenjrelieves  them  of  their  moisture,  and  they  tumble  down 
on  the  western  slopes  of  the  Ghauts,  Peruvian-like  (§  31),  cool,  rainless,  and  dry;  wherefore  that  narrow- 
strip  of  country  between  the  Ghauts  and  the  Arabian  Sea  would,  like  that  in  Peru  between  the  Andes  and 
the  Pacific,  remain  without  rain  forever,  were  it  not  for  other  agents  which  are  at  work  about  India  and 


28  THE  WIND  AND  CURRENT  CHARTS. 

not  about  Peru.     The  work  of  the  agents  to  which  I  allude  is  felt  in  the  monsoons,  and  these  prevail  in 
India  and  not  in  Peru. 

33.  After  the  northeast  trades  have  blown  out  their  season,  which  in  India  ends  in  April  (§  32),  the 
great  arid  plains  of  Central  Asia,  of  Tartary,  Thibet,  and  Mongolia,  become  heated  up,  react  upon  these 
northeast  trades,  turn  them  back,  and  convert  them,  during  the  summer  and  early  autumn,  into  southwest 
monsoons.  These  then  come  from  the  Indian  Ocean  and  Sea  of  Arabia  loaded  with  moisture,  and  striking 
with  it  perpendicularly  upon  the  Ghauts,  precipitate  upon  that  narrow  strip  of  land  between  this  range  and 
the  Arabian  Sea  an  amount  of  water  that  is  truly  astonishing.  Here,  then,  are  not  only  the  conditions  for 
causing  more  rain,  now  on  the  west,  now  on  the  east  side  of  this  mountain  range,  but  the  conditions  also 
for  the  most  copious  precipitation.  Accordingly,  when  we  come  to  consult  rain  gauges,  and  to  ask 
meteorological  observers  in  India  about  the  fall  of  rain,  they  tell  us  that  on  the  western  slopes  of  the 
Ghauts  it  sometimes  reaches  the  enormous  depth  of  twelve  or  fifteen  inches  in  one  day.* 

These  winds  then  continue  their  course  to  the  Himalaya  range  as  dry  winds.  In  crossing  this 
range,  they  are  subjected  to  a  lower  temperature  than  that  to  which  they  were  exposed  in  crossing 
the  Ghauts.  Here  they  drop  more  of  their  moisture  in  the  shape  of  snow  and  rain,  and  then  pass 
over  into  the  thirsty  lands  beyond  with  scarcely  enough  vapor  in  them  to  make  even  a  cloud.  Thence 
they  ascend  into  the  upper  air,  there  to  become  counter-currents  in  the  general  system  of  atmo- 
spherical circulation.  By  studying  Plate  XVIII.,  where  the  rainless  regions  and  inland  basins,  as 
well  as  the  course  of  the  prevailing  winds,  are  shown,  these  facts  will  become  obvious. 

34.  The  Regions  of  Greatest  Precipitation. — We  shall  now  be  enabled  to  determine,  if  the  views 
which  I  have  been  endeavoring  to  present  be  correct,  what  parts  of  the  earth  are  subject  to .  the 
greatest  fall  of  rain.  They  should  be  on  the  slopes  of  those  mountains  which  the  trade-winds  first 
strike,  after  having  blown  across  the  greatest  tract  of  ocean.  The  more  abrupt  the  elevation,  and  tlie 
shorter  the  distance  between  the  mountain  top  and  the  ocean,  the  greater  the  amount  of  precipitation. 

If,  therefore,  we  commence  at  the  parallel  of  about  30°  north  in  the  Pacific,  where  the  northeast 
trade-winds  first  strike  that  ocean,  and  trace  them  through  their  circuits  till  they  first  strike  high 
mountains,  we  ought  to  find  such  a  place  of  heavy  rains. 

Commencing  at  this  parallel  of  30°,  therefore,  in  the  Nortli  Pacific,  and  tracing  thence  the  course  of 
the  northeast  trade- winds,  we  shall  find  that  they  blow  thence,  and  reach  the  region  of  equatorial  calms 
near  the  Caroline  Islands.  Here  they  rise  up ;  but,  instead  of  pursuing  the  same  course  in  the  upper 
stratum  of  winds  through  the  southern  hemisphere,  they,  in  consequence  of  the  rotation  of  the  earth 
(§  4),  are  made  to  take  a  southeast  course.  They  keep  in  this  upper  stratum  until  they  reach  the  calms 
of  Capricorn,  between  the  parallels  of  30°  and  40°;  after  which  they  become  the  prevailing  northwest 
winds  of  the  southern  hemisphere,  which  correspond  to  the  southwest  of  the  northern.  Continuing  on 
to  the  southeast,  they  are  now  the  surface  winds;  they  are  going  from  warmer  to  cooler  latitudes;  they 


*  Keith  Johnston. 


THE  ATMOSPHERE,  29 

become  as  the  wet  sponge  (§  22),  and  are  abruptly  intercepted  by  the  Andes  of  Patagonia,  whose  cold 
summit  compresses  them,  and  with  its  low  dew-point  squeezes  the  water  out  of  them.  Captain  King 
found  the  astonishing  fall  of  water  here  of  nearly  thirteen  feet  (one  hundred  and  fifty-one  inches)  in  forty- 
one  days;  and  Mr.  Darwin  reports  that  the  sea  water  along  this  part  of  the  South  American  coast  is  some- 
times quite  fresh,  from  the  vast  quantity  of  rain  that  falls. 

AVe  ought  to  expect  a  corresponding  rainy  region  to  be  found  to  the  north  of  Oregon;  but  there  the 
mountains  are  not  so  high,  the  obstruction  to  the  southwest  winds  is  not  so  abrupt,  the  highlands  are 
further  from  the  coast,  and  the  air  which  these  winds  carry  in  their  circulation  to  that  part  of  the  coast, 
though  it  be  as  heavily  charged  with  moisture  as  at  Patagonia,  has  a  greater  extent  of  country  over  which 
to  deposit  its  rain,  and  consequently  the  fall  to  the  square  inch  will  not  be  as  great.* 

In  like  manner,  we  should  be  enabled  to  say  in  what  part  of  the  world  the  most  equable  climates  are 
to  be  found.  They  are  to  be  found  in  the  equatorial  calms,  where  the  northeast  and  southeast  trades  meet 
fresh  from  the  ocean,  and  keep  the  temperature  uniform  under  a  canopy  of  perpetual  clouds. 

35.  Amount  of  Evaporation. — The  mean  annual  fall  of  rain  on  the  entire  surface  of  the  earth  is  esti- 
mated at  about  five  feet. 

To  evaporate  water  enough  annually  from  the  ocean  to  cover  the  earth,  on  the  average,  five  feet  deep 
with  rain;  to  transport  it  from  one  zone  to  another;  and  to  precipitate  it  in  the  right  places,  at  suitable 
times,  and  in  the  proportions  due,  is  one  of  the  offices  of  the  grand  atmospherical  machine.  This  water  is 
evaporated  principally  from  the  torrid  zone.  Supposing  it  all  to  come  thence,  we  shall  have,  encircling 
the  earth,  a  belt  of  ocean  three  thousand  miles  in  breadth,  from  which  this  atmosphere  evaporates  a  layer 
of  water  annually  sixteen  feet  in  depth.  And  to  hoist  up  as  high  as  the  clouds,  and  lower  down  again  all 
the  water  in  a  lake  sixteen  feet  deep,  and  three  thousand  miles  broad,  and  twenty-four  thousand  long,  is 
the  yearly  business  of  this  invisible  machinery.  What  a  powerful  engine  is  the  atmosphere!  and  how 
nicely  adjusted  must  be  all  the  cogs,  and  wheels,  and  springs,  and  pinions  of  this  exquisite  piece  of  ma- 
chinery, that  it  never  wears  out  nor  breaks  down,  nor  fails  to  do  its  work  at  the  right  time  and  in  the 
right  way. 

36.  In  his  annual  report  to  the  Society  [Transactions  of  the  Bomhay  Geographical  Society  from  May, 
1849,  to  August,  1850,  vol.  ix.).  Dr.  Buist,  the  secretary,  states,  on  the  authority  of  Mr.  Laidly,  that  the 
evaporation  at  Calcutta  is  "  about  fifteen  feet  annually ;  that  between  the  Cape  and  Calcutta  it  averages, 
in  October  and  November,  nearly  three-fourths  of  an  inch  daily ;  between  10°  and  20°  in  the  Bay  of 
Bengal,  it  was  found  to  exceed  an  inch  daily.  Supposing  this  to  be  double  the  average  throughout  the 
year,  we  should,"  continues  the  doctor,  "  have  eighteen  feet  of  evaporation  annually." 

If,  in  considering  the  direct  observations  upon  the  daily  rate  of  evaporation  in  India,  it  be  remembered 


*  I  have,  through  the  kindness  of  A.  Holbrook,  Esq.,  United  States  Attorney  for  Oregon,  received  the  Oregon  Spectator  of  February 
13,  1851,  containing  the  Rev.  G.  H.  Atliinson's  Meteorological  Journal,  kept  in  Oregon  City  during  the  month  of  January,  1851.  The 
quantity  of  rain  and  snow  for  that  month  is  13.G3  inches,  or  about  one  third  the  average  quantity  that  falls  at  Washington  during  the 
year. 


80  THE  WIND  AND  CURRENT  CHARTS. 

that  the  seasons  there  are  divided  into  wet  and  dry ;  that  in  the  dry  season,  evaporation  in  the  Indian 
Ocean,  because  of  its  high  temperature,  and  also  of  the  high  temperature  and  dry  state  of  the  wind, 
probably  goes  on  as  rapidly  as  it  does  anywhere  else  in  the  world ;  if,  moreover,  we  remember  that  the 
regular  trade- wind  regions  proper  are,  for  the  most  part,  rainless  regions  at  sea ;  that  evaporation  is  going 
on  from  them  all  the  year  round,  we  shall  have  reason  to  consider  the  estimate  of  sixteen  feet  annually 
for  the  trade-wind  surface  of  the  ocean  not  too  high. 

37.  "We  see  the  light  beginning  to  break  upon  us,  for  we  now  begin  to  perceive  why  it  is  that  the 
proportions  between  the  land  and  water  were  made  as  we  find  them  in  nature.  If  there  had  been  more 
water  and  less  land,  we  should  have  had  more  rain,  and  vice  versa ;  and  then  climates  would  have  been 
different  from  what  they  now  are,  and  the  inhabitants,  animal  or  vegetable,  would  not  have  been  as  they 
are.  And  as  they  are,  that  wise  Being  who,  in  his  kind  providence,  so  watches  over  and  regards  the 
things  of  this  world  that  he  takes  notice  of  the  sparrow's  fall,  and  numbers  the  very  hairs  of  our  head, 
doubtless  designed  them  to  be. 

The  mind  is  delighted,  and  the  imagination  charmed,  by  contemplating  the  physical  arrangements  of 
the  earth  from  such  points  of  view  as  this  is  which  Ave  now  have  before  us;  from  it  the  sea,  and  the  air, 
and  the  land,  appear  each  as  a  part  of  that  grand  machinery  upon  which  the  well-being  of  all  the  inhabitants 
of  earth,  sea,  and  air  depends;  and  which,  in  the  beautiful  adaptations  that  we  are  pointing  out,  aflbrds 
new  and  striking  evidence  that  they  all  have  their  origin  in  one  omniscient  idea,  just  as  the  difi'erent  parts 
of  a  watch  may  be  considered  to  have  been  constructed  and  arranged  according  to  one  human  design. 

In  some  parts  of  the  earth  the  precipitation  is  greater  than  the  evaporation ;  thus  the  amount  of  water 
borne  down  by  every  river  that  runs  into  the  sea  may  be  considered  as  the  excess  of  the  precipitation  over 
the  evaporation  that  takes  place  in  the  valley  drained  by  that  river. 

This  excess  comes  from  the  sea ;  the  winds  convey  it  to  the  interior ;  and  the  forces  of  gravity,  dashing 
it  along  in  mountain  torrents  or  gentle  streams,  hurry  it  back  to  the  sea  again. 

In  other  parts  of  the  earth,  the  evaporation  and  precipitation  are  exactly  equal,  as  in  those  inland 
basins  such  as  that  in  which  the  city  of  Mexico,  Lake  Titicaca,  the  Caspian  Sea,  &c.  &;c.,  are  situated, 
which  basins  have  no  ocean  drainage. 

If  more  rain  fell  in  the  valley  of  the  Caspian  Sea  than  is  evaporated  from  it,  that  sea  would  finally  get 
full  and  overflow  the  whole  of  that  great  basin.  If  less  fell  than  is  evaporated  from  it  again,  then  that  sea, 
in  the  course  of  time,  would  dry  up,  and  plants  and  animals  there  would  all  perish  for  the  want  of  water. 

In  the  sheets  of  water  which  we  find  distributed  over  that  and  every  other  inhabitable  inland  basin, 
we  see  reservoirs  or  evaporating  surfaces  just  sufficient  for  the  supply  of  that  degree  of  moisture  which  is 
best  adapted  to  the  well-being  of  the  plants  and  animals  that  people  such  basins. 

In  other  parts  of  the  earth  still,  we  find  places,  as  the  Desert  of  Sahara,  in  which  neither  evaporation 
nor  precipitation  takes  place,  and  in  which  we  find  neither  plant  nor  animal. 

38.  Adaptations. — In  contemplating  the  system  of  terrestrial  adaptations,  these  researches  teach  one 
to  regard  the  mountain  ranges  and  the  great  deserts  of  the  earth  as  the  astronomer  does  the  counterpoises 


THE  ATMOaPHEKE.  Bi 

to  his  telescope — tliougli  they  be  mere  dead  weights,  they  are,  nevertheless,  necessary  to  make  the  balance 
complete,  the  adjustments  of  this  machine  perfect.  These  counterpoises  give  ease  to  the  motions,  stability 
to  the  performance,  and  accuracy  to  the  workings  of  the  instrument.     They  are  compensations. 

Whenever  I  turn  to  contemplate  the  works  of  nature,  I  am  struck  with  the  admirable  system  of 
compensation,  with  the  beauty  and  nicety  with  which  every  department  is  poised  by  the  others ;  things 
and  principles  are  meted  out  in  directions  the  most  opposite,  but  in  proportions  so  exactly  balanced  and 
nicely  adjusted,  that  results  the  most  harmonious  are  produced. 

It  is  by  the  action  of  opposite  and  compensating  forces  that  the  earth  is  kept  in  its  orbit,  and  the 
stars  are  held  suspended  in  the  azure  vault  of  heaven;  and  these  forces  are  so  exquisitely  adjusted,  that, 
at  the  end  of  a  thousand  years,  the  earth,  the  sun,  and  moon,  and  every  star  in  the  firmament,  is  found  to 
come  to  its  proper  place  at  the  proper  moment. 

Nay,  philosophy  teaches  us,  when  the  little  snow  drop,  which  in  our  garden  walks  we  see  raising  its 
beautiful  head  to  remind  us  that  spring  is  at  hand,  was  created,  that  the  whole  mass  of  the  earth,  from  pole 
to  pole,  and  from  circumference  to  centre,  must  have  been  taken  into  account  and  weighed,  in  order  that 
the  proper  degree  of  strength  might  be  given  to  the  fibres  of  even  this  little  plant. 

Botanists  tell  us  that  the  constitution  of  this  plant  is  such  as  to  require  that,  at  a  certain  stage  of 
its  growth,  the  stalk  should  bend,  and  the  flower  should  bow  its  head,  that  an  operation  may  take  place 
which  is  necessary  in  order  that  the  herb  should  produce  seed  after  its  kind ;  and  that,  after  this,  its 
vegetable  health  requires  that  it  should  lift  its  head  again  and  stand  erect.  Now,  if  the  mass  of  the  earth 
had  been  greater  or  less,  the  force  of  gravity  would  have  been  difierent ;  in  that  case,  the  strength  of  fibre 
in  the  snow  drop,  as  it  is,  would  have  been  too  much  or  too  little ;  the  plant  could  not  bow  or  raise  its 
head  at  the  right  time,  fecundation  could  not  take  place,  and  its  family  would  have  become  extinct  with 
the  first  individual  that  was  planted,  because  its  "seed"  would  not  have  been  "in  itself,"  and  therefore  it 
could  not  reproduce  itself 

Now,  if  we  see  such  perfect  adaptatior,  such  exquisite  adjustment,  in  the  case  of  one  of  the  smallest 
flowers  of  the  field,  how  much  more  may  we  not  expect  "  compensation"  in  the  atmosphere  and  the  ocean, 
upon  the  right  adjustment  and  due  performance  of  which  depends  not  only  the  life  of  that  plant,  but  the 
well-being  of  every  individual  that  is  found  in  the  entire  vegetable  and  animal  kingdoms  of  the  world  ? 

When  the  east  winds  blow  along  the  Atlantic  coast  for  a  little  while,  they  bring  us  air  saturated  with 
moisture  from  the  Gulf  Stream,  and  we  complain  of  the  sultry,  oppressive,  heavy  atmosphere ;  the  invalid 
grows  worse,  and  the  well  man  feels  ill,  because,  when  he  takes  this  atmosphere  into  his  lungs,  it  is  already 
so  charged  with  moisture  that  it  cannot  take  up  and  carry  off  that  which  encumbers  his  lungs,  and  which 
nature  has  caused  his  blood  to  bring  and  leave  there,  that  respiration  may  take  up  and  carry  off.  At 
other  times,  the  air  is  dry  and  hot;  he  feels  that  it  is  conveying  off  matter  from  the  lungs  too  fast;  he 
realizes  the  idea  that  it  is  consuming  him,  and  he  calls  the  sensation  parching. 

39.  Therefore,  in  considering  the  general  laws  which  govern  the  physical  agents  of  the  universe,  and 
regulate  them  in  the  due  performance  of  their  offices,  T  have  felt  myself  constrained  to  set  out  with  the 


32  THE  WIND  AND  CURRENT  CHARTS. 

assumptiou  that,  if  the  atmosphere  had  had  a  greater  or  less  capacity  for  moisture,  or  if  the  proportion  of 
land  and  water  had  been  different — if  the  earth,  air,  and  water  had  not  been  in  exact  counterpoise — the 
whole  arrangement  of  the  animal  and  vegetable  kingdoms  would  have  varied  from  their  present  state. 
But  God  chose  to  make  those  kingdoms  what  they  are;  for  this  purpose  it  was  necessary,  in  his  judgment, 
to  establish  the  proportions  between  the  land  and  water,  and  the  desert,  just  as  they  are,  and  to  make  the 
capacity  of  the  air  to  circulate  heat  and  moisture  just  what  it  is,  and  to  have  it  to  do  all  its  work  in 
obedience  to  law  and  in  subservience  to  order.  If  it  were  not  so,  why  was  power  given  to  the  winds  to 
lift  up  and  transport  moisture,  or  the  property  given  to  the  sea  by  which  its  waters  may  become  first  vapor, 
and  then  fruitful  showers  or  gentle  dews  ?  If  the  proportions  and  properties  of  land,  sea,  and  air  were  not 
adjusted  according  to  the  reciprocal  capacities  of  all  to  perform  the  functions  required  by  each,  why  should 
we  be  told  that  he  "  measured  the  waters  in  the  hollow  of  his  hand,  and  comprehended  the  dust  in  a 
measure,  and  weighed  the  mountains  in  scales,  and  the  hills  in  a  balance.?"  Why  did  he  span  the  heaven.s, 
but  that  he  might  mete  out  the  atmosphere  in  exact  proportion  to  all  the  rest,  and  impart  to  it  those 
properties  and  powers  which  it  was  necessary  for  it  to  have,  in  order  that  it  might  perform  all  those  offices 
and  duties  for  which  he  designed  it  ? 

Harmonious  in  their  action,  the  air  and  sea  are  obedient  to  law  and  subject  to  order  in  all  their 
movements ;  when  we  consult  them  in  the  performance  of  their  offices,  they  teach  us  lessons  concerning 
the  wonders  of  the  deep,  the  mysteries  of  the  sky,  the  greatness,  and  the  wisdom,  and  goodness  of  the 
Creator.  The  investigations  into  the  broad-spreading  circle  of  phenomena  connected  with  the  winds  of 
heaven  and  the  waves  of  the  sea  are  second  to  none  for  the  good  which  they  do  and  the  lessons  which 
they  teach.  The  astronomer  is  said  to  see  the  hand  of  God  in  the  sky ;  but  does  not  the  right-minded 
mariner,  who  looks  aloft  as  he  ponders  over  these  things,  hear  his  voice  in  every  wave  of  the  sea  that 
"claps  its  hands,"  and  feel  his  presence  in  every  breeze  that  blows? 


CHAPTEE    II. 

RED    FOGS    AND    SEA    DUST.* 


Where  found,  J  40.— Tallies  on  the  Wind,  41 — Where  taken  up,  42. — Information  derived  from  Sea  Dust,  43.— Its  bearings  upon  the 

Theory  of  Atmospherical  Circulation,  44. — Suggests  Magnetic  Agency,  45. 

40.  Seamen  tell  us  of  "red  fogs"  which  they  sometimes  encounter,  especially  in  the  vicinity  of  the  Cape 
de  Verde  Islands.  In  other  parts  of  the  sea  also  they  meet  showers  of  dust.  What  these  showers  precipi- 
tate in  the  Mediterranean  is  called  "sirocco  dust,"  and  in  other  parts  "African  dust,"  because  the  winds 
which  accompany  them  are  supposed  to  come  from  the  Sirocco  Desert,  or  some  other  parched  land  of  the 


*  Vide  Maury's  Physical  Geography  of  the  Sea. 


BED  FOGS  AND  SKA   DUST.  33 

continent  of  Africa.  It  is  of  a  brick-red  or  cinnamon  color,  and  it  sometimes  comes  down  in  such 
quantities  as  to  cover  the  sails  and  rigging,  though  the  vessel  may  be  hundreds  of  miles  from  the  land. 

Now  the  patient  reader,  who  has  had  the  heart  to  follow  me  in  the  preceding  chapters  around  with 
"  the  wind  in  his  circuits,"  will  perceive  that  proof  is  yet  wanting  to  establish  it  as  a  fact,  that  the  northeast 
and  southeast  trades,  after  meeting  and  rising  up  in  the  equatorial  calms,  do  cross  over  and  take  the  tracks 
represented  by  C  and  G,  Plate  II. 

Statements,  and  reasons,  and  arguments  enough  have  already  been  made  and  adduced  to  make  it 
highly  probable,  according  to  human  reasoning,  that  such  is  the  case;  and  though  the  theoretical 
deductions  showing  such  to  be  the  case,  be  never  so  good,  positive  proof  that  they  are  true,  cannot  fail  to 
be  received  with  delight  and  satisfaction. 

Were  it  possible  to  take  a  portion  of  this  air,  as  it  travels  down  the  southeast  trades,' representing  the 
general  course  of  atmospherical  circulation,  and  to  put  a  tally  on  it  by  which  we  could  always  recognize  it 
again,  then  we  might  hope  actually  to  prove,  by  evidence  the  most  positive,  the  channels  through  which 
the  air  of  the  trade-winds,  after  ascending  at  the  equator,  returns  whence  it  came. 

But  the  air  is  invisible ;  and  it  is  not  easily  perceived  how  either  marks  or  tallies  may  be  put  upon  it, 
that  it  may  be  traced  in  its  paths  through  the  clouds. 

The  skeptic,  therefore,  who  finds  it  hard  to  believe  that  the  general  circulation  is  such  as  Plate  II. 
represents  it  to  be,  might  consider  himself  safe  in  his  unbelief  were  he  to  declare  his  willingness  to  give  it 
up  the  moment  any  one  should  put  tallies  on  the  wings  of  the  wind,  which  would  enable  him  to  recognize 
that  air  again,  and  those  tallies,  when  found  at  other  parts  of  the  earth's  surface. 

As  difficult  as  this  seems  to  be,  it  has  actually  been  done.  Ehrenberg,  with  his  microscope,  has 
established,  almost  beyond  a  doubt,  that  the  air  which  the  southeast  trade-winds  bring  to  the  equator  does 
rise  up  there  and  pass  over  into  the  northern  hemisphere. 

41.  The  Sirocco,  or  African  dust,  which  he  has  been  observing  so  closely,  has  turned  out  to  be  tallies 
put  upon  the  wind  in  the  other  hemisphere;  and  this  beautiful  instrument  of  his  enables  us  to  detect  the 
marks  on  these  little  tallies  as  plainly  as  though  those  marks  had  been  written  upon  labels  of  wood  and 
tied  to  the  wings  of  the  wind. 

This  dust,  when  subjected  to  microscopic  examination,  is  found  to  consist  of  infusoria  and  organisms 
whose  habitat  is  not  Africa,  but  Soutla  America,  and  in  the  southeast  trade-wind  region  of  South  America. 
Professor  Ehrenberg  has  examined  specimens  of  sea  dust  from  the  Cape  de  Yerdes  and  the  regions 
thereabout,  from  Malta,  Genoa,  Lyons,  and  the  Tyrol;  and  he  has  found  a  similarity  among  them  as 
striking  as  it  would  have  been,  had  these  specimens  been  all  taken  from  the  same  pile.  South  American 
forms  he  recognizes  in  all  of  them;  indeed,  they  are  the  prevailing  forms  in  every  specimen  he  has 
examined. 

It  may,  I  think,  be  now  regarded  as  an  established  fact,  that  there  is  a  perpetual  upper  current  of  air 
from  South  America  to  North  Africa;  and  that  the  volume  of  air  which  flows  to  the  northward  in  these 
5 


34  THE  WIND  AND  CURRENT  CHARTS. 

upper  currents  is  nearly  equal  to  the  volume  which  flows  to  the  southward  with  the  northeast  trade-winds, 
there  can  be  no  doubt. 

The  "  rain  dust"  has  been  observed  most  frequently  to  fall  in  spring  and  autumn ;  that  is,  the  fall  has 
occurred  after  the  equinoxes,  but  at  intervals  from  them  varying  from  thirty  to  sixty  days,  more  or  less. 
To  account  for  this  sort  of  periodical  occurrence  of  the  falls  of  this  dust,  Ehrenberg  thinks  it  "  necessary  to 
suppose  a  dust-cloud  to  he  held  constantly  svjimming  in  the  atmosphere  hy  continuous  currents  of  air^  and  lying  in 
the  region  of  the  trade-winds,  hut  suffering  partial  and  periodical  deviations." 

It  has  already  been  shown  (§  28)  that  the  rain  or  calm  belt  between  the  trades  travels  up  and  down 
the  earth  from  north  to  south,  making  the  rainy  season  wherever  it  goes.  This  dust  is  probably  taken  up 
in  the  dry,  and  not  in  the  wet  season ;  instead,  therefore,  of  its  being  "  held  in  clouds  suffering  partial  and 
periodical  deviations,"  as  Ehrenberg  suggests,  it  more  probably  comes  from  one  place  about  the  vernal,  and 
from  another  about  the  autumnal  equinox ;  for  places  which  have  their  rainy  season  at  one  equinox  have 
their  dry  seasons  at  the  other. 

42.  At  the  time  of  the  vernal  equinox,  the  valley  of  the  Lower  Oronoco  is  then  in  its  dry  season — 
everything  is  parched  up  with  the  drought ;  the  pools  are  dry,  and  the  marshes  and  plains  arid  wastes. 
All  vegetation  has  ceased ;  the  great  serpents  and  reptiles  have  buried  themselves  for  hibernation  ;*  the 
hum  of  insect  life  is  hushed,  and  the  stillness  of  death  reigns  through  the  valley. 

Under  these  circumstances,  the  light  breeze,  raising  dust  from  lakes  that  are  dried  up,  and  lifting 
motes  from  the  brown  savannas,  will  bear  them  away  like  clouds  in  the  air. 

This  is  the  period  of  the  year  when  the  surface  of  the  earth  in  this  region,  strewed  with  impalpable 
and  feather-light  remains  of  animal  and  vegetable  organisms,  is  swept  over  by  whirlwinds,  gales,  and 
tornadoes  of  terrific  force ;  this  is  the  period  for  the  general  atmospheric  disturbances  which  have  made 
characteristic  the  equinoxes.  Do  not  these  conditions  appear  sufficient  to  afford  the  "rain  dust"  for  the 
spring  showers  ? 

At  the  period  of  the  autumnal  equinox,  another  portion  of  the  Amazonian  basin  is  parched  with 
drought,  and  liable  to  winds  that  fill  the  air  with  dust,  and  with  the  remains  of  dead  animal  and  vegetable 
matter;  these  impalpable  organisms,  which  each  rainy  season  calls  into  being,  to  perish  the  succeeding 
season  of  drought,  are  perhaps  distended  and  made  even  lighter  by  the  gases  of  decomposition  which  has 
been  going  on  in  the  period  of  drought. 

May  not,  therefore,  the  whirlwinds  which  accompany  the  vernal  equinox,  and  sweep  over  the  lifeless 
plains  of  the  Lower  Oronoco,  take  up  the  "  rain  dust"  which  descends  in  the  northern  hemisphere  in  April 
and  May?  and  may  it  not  be  the  atmospherical  disturbances  which  accompany  the  autumnal  equinox  that 
take  up  the  microscopic  organisms  from  the  Upper  Oronoco  and  the  great  Amazonian  basin  for  the 
showers  of  October  ? 

43.  Baron  Humboldt,  in  his  Aspects  of  Nature,  thus  contrasts  the  wet  and  the  dry  seasous  there: — 


*  Humboldt. 


BED  FOGS  AND  SEA  DUST.  35 

"  When,  under  the  vertical  rays  of  the  never-clouded  sun,  the  carbonized  turfy  covering  falls  into 
dust,  the  indurated  soil  cracks  asunder  as  if  from  the  shock  of  an  earthquake.  If  at  such  times  two 
opposing  currents  of  air,  whose  conflict  produces  a  rotary  motion,  come  in  contact  with  the  soil,  the  plain 
assumes  a  strange  and  singular  aspect.  Like  conical-shaped  clouds,  the  points  of  which  descend  to  the 
earth,  the  sand  rises  through  the  rarefied  air  on  the  electrically-charged  centre  of  the  whirling  current, 
resembling  the  loud  water-spout,  dreaded  by  the  experienced  mariner.  The  lowering  sky  sheds  a  dim, 
almost  straw-colored  light  on  the  desolate  plain.  The  horizon  draws  suddenly  nearer,  the  steppe  seems  to 
contract,  and  with  it  the  heart  of  the  wanderer.  The  hot,  dusty  particles  which  fill  the  air  increase  its 
suffocating  heat,  and  the  east  wind,  blowing  over  the  long-heated  soil,  brings  with  it  no  refreshment,  but 
rather  a  still  more  burning  glow.  The  pools,  which  the  yellow,  fading  branches  of  the  fan  palm  had 
protected  from  evaporation,  now  gradually  disappear.  As  in  the  icy  north  the  animals  become  torjjid  with 
cold,  so  here,  under  the  influence  of  the  parching  drought,  the  crocodile  and  the  boa  become  motionless, 
and  fall  asleep  deeply  buried  in  the  dry  mud. 

"The  distant  palm-bush, -apparently  raised  by  the  influence  of  the  contact  of  unequally  heated  and 
therefore  unequally  dense  strata  of  air,  hovers  above  the  ground,  from  which  it  is  separated  by  a  narrow 
intervening  margin.  Half  concealed  by  the  dense  clouds  of  dust,  restless  with  the  pain  of  thirst  and 
hunger,  the  horses  and  cattle  roam  around,  the  cattle  lowing  dismally,  and  the  horses  stretching  out  their 
long  necks  and  snuffing  the  wind,  if  haply  a  moister  current  may  betray  the  neighborhood  of  a  not 
wholly  dried-up  pool 

"  At  length,  after  the  long  drought,  the  welcome  season  of  the  rain  arrives ;  and  then  how  suddenly  is 
the  scene  changed  ! 

"  Hardly  has  the  surface  of  the  earth  received  the  refreshing  moisture,  when  the  previously  barren 
steppe  begins  to  exhale  sweet  odors,  and  to  clothe  itself  with  killingias,  the  many  panicles  of  the  paspulum, 
and  a  variety  of  grasses.  The  herbaceous  mimosas,  with  renewed  sensibility  to  the  influence  of  light, 
unfold  their  drooping,  slumbering  leaves  to  greet  the  rising  sun ;  and  the  early  song  of  birds  and  the 
opening  blossoms  of  the  water  plants  join  to  salute  the  morning." 

The  color  of  the  "  rain  dust,"  when  collected  in  parcels  and  sent  to  Ehrenberg,  is  "  brick  red,"  or 
"  yellow  ochre ;"  when  seen  by  Humboldt  in  the  air,  it  was  less  deeply  shaded,  and  is  described  hy  him  as 
imparting  a  "straw-color"  to  the  atmosphere.  In  the  search  of  spider  lines  for  the  diaphragm  of  my 
telescopes,  I  procured  the  finest  and  best  threads  from  a  cocoon  of  a  mud-red  color;  but  the  threads  of  this 
cocoon,  as  seen  singly  in  the  diaphragm,  were  of  a  golden  color ;  there  would  seem,  therefore,  no  difficulty 
in  reconciling  the  difference  Ijetween  the  colors  of  the  rain  dust,  when  viewed  in  little  piles  by  the  micro- 
scopist,  and  when  seen  attenuated  and  floating  in  the  wind  by  the  great  traveller. 

It  appears,  therefore,  that  we  here  have  placed  in  our  hands  a  clew,  which,  attenuated  and  gossamer- 
like though  it  at  first  appears,  is  nevertheless  palpable  and  strong  enough  to  guide  us  along  the  "  circuits  of 
the  wind"  till  we  enter  "  the  chambers  of  the  south." 

The  frequency  of  the  fall  of  "rain  dust"  between  the  parallels  of  17°  and  25°  north,  and  in  the 


36  THE  WIND  AND  CrrSEENT  CHARTS. 

vicinity  of  the  Cape  Verde  Islands,  is  remarked  upon  with  emphasis  by  the  microscopist.     It  is  worthy  of 
remark,  because,  in  connection  with  the  investigations  at  the  Observatory,  it  is  significant. 

The  latitudinal  limits  of  the  northern  edge  of  the  northeast  trade- winds  are  variable.  In  the  spring, 
they  are  nearest  to  the  equator,  extending  sometimes,  at  this  season,  not  further  from  the  equator  than  the 
parallel  of  15°  north. 

44.  The  breadth  of  the  calms  of  Cancer  is  also  variable ;  so  also,  are  their  limits.  The  extreme 
vibration  of  this  zone  is  between  the  parallels  of  17°  and  38°  north,  according  to  the  season  of  the  year. 

According  to  the  hypothesis  suggested  by  my  researches,  this  is  the  zone  in  which  the  upper  currents 
of  atmosphere  that  ascended  in  the  equatorial  calms,  and  flowed  off  to  the  northward  and  eastward,  are* 
supposed  to  descend.  This,  therefore,  is  the  zone  in  which  the  atmosphere  that  bears  the  "  rain  dust,"  or 
"  African  sand,"  descends  to  the  surface ;  and  this,  therefore,  is  the  zone,  it  might  be  supposed,  which  would 
be  the  most  liable  to  showers  of  this  "dust."  This  is  the  zone  in  which  the  Cape  Verde  Islands  are 
situated ;  they  are  in  the  direction  which  theory  gives  to  the  upper  current  of  air  from  the  Oronoco  and 
Amazon  with  its  "  rain  dust,"  and  they  are  in  the  region  of  the  most  frequent  showers  of  "  raia  dust,"  all  of 
which  are  in  striking  conformity  with  this  theory  as  to  the  circulation  of  the  atmosphere. 

It  is  true  that,  in  the  present  state  of  our  information,  we  cannot  tell  why  this  "  rain  dust"  should  not 
be  gradually  precipitated  from  this  upper  current,  and  descend  into  the  stratum  of  trade-winds,  as  it  passes 
from  the  equator  to  higher  northern  latitudes ;  neither  can  we  tell  why  the  vapor  which  the  same  winds 
carry  along  should  not,  in  like  manner,  be  precipitated  on  the  way ;  nor  why  we  should  have  a  thunder- 
storm, a  gale  of  wind,  or  the  display  of  any  other  atmospherical  phenomenon  to-morrow,  and  not  to-day ; 
all  that  we  can  say  is,  that  the  conditions  of  to-day  are  not  such  as  the  phenomenon  requires  for  its 
own  development. 

Therefore,  though  we  cannot  tell  why  the  sea  dust  should  not  fall  always  in  the  same  place,  we  may 
nevertheless  suppose  that  it  is  not  always  in  the  atmosphere,  for  the  storms  that  take  it  up  occur  only 
occasionally,  and  that  when  up,  and  in  passing  the  same  parallels,  it  does  not  always  meet  with  the 
conditions — electrical  and  others — favorable  to  its  descent,  and  that  these  conditions  might  occur  now  in 
this  place,  now  in  that.  But  that  the  fall  does  occur  always  in  the  same  atmospherical  vein  or  general 
direction,  my  investigations  would  suggest,  and  Ehrenberg's  researches  prove. 

Judging  by  the  fall  of  sea  or  rain  dust,  we  may  suppose  that  the  currents  in  the  upper  regions  of  the 
atmosphere  are  remarkable  for  their  general  regularity,  as  well  as  for  their  general  direction  and  sharpness 
of  limits,  so  to  speak. 

"We  may  imagine  that  certain  electrical  conditions  are  necessary  to  a  shower  of  "  sea  dust"  as  well  as 
to  a  thunder-storm;  and  that  the  interval  between  the  time  of  the  equinoctial  disturbances  in  the 
atmosphere  and  the  occurrence  of  these  showers,  though  it  does  not  enable  us  to  determine  the  true  rate  of 
motion  in  the  general  system  of  atmospherical  circulation,  yet  it  assures  us  that  it  is  not  less  on  the 
average  than  a  certain  rate. 

I  do  not  offer  these  remarks  as  an  explanation  with  which  we  ought  to  rest  satisfied,  provided  other 


THE  WINDS.  37 

proof  can  be  obtained;  I  rather  offer  them  in  the  true  philosophical  spirit  of  the  distinguished  microscopist 
himself,  simply  as  afibrding,  as  far  as  they  are  entitled  to  be  called  an  explanation,  that  explanation  which 
is  most  in  conformity  with  the  facts  before  us,  and  which  is  suggested  by  the  results  of  a  novel  and 
beautiful  system  of  philosophical  research. 

45.  Thus,  though  we  have  tallied  the  air,  and  put  labels  on  the  wind,  to  "  tell  whence  it  cometh  and 
whither  it  goeth,"  yet  there  evidently  is  an  agent  concerned  in  the  circulation  of  the  atmosphere  whose 
functions  are  manifest,  but  whose  presence  has  never  yet  been  clearly  recognized. 

When  the  air  which  the  northeast  trade-winds  bring  down  meets  in  the  equatorial  calms  that  which 
the  southeast  trade-winds  convey,  and  the  two  rise  up  together,  what  is  it  that  makes  them  cross  ?  where 
is  the  power  that  guides  that  from  the  north  over  to  the  south,  and  that  from  the  south  up  to  the  north  ? 

I  have  devoted  a  chapter  in  my  work,  on  the  Physical  Geography  of  tJie  Sea,  to  answering  this  question, 
and  stating  the  circumstances  which  suggest  magnetism  as  the  agent.  Those  who  have  any  desire  to 
investigate  the  subject  are  referred  to  that  little  book. 


CHAPTER    III. 


THE    WINDS. 


Plate  XVIII.,  i  40.— Jlonsoons,  47.— Why  the  Belt  of  Southeast  is  broader  than  the  Belt  of  Northeast  Trade- winds,  48.— Effect  of  Deserts 
upon  the  Trade-winds,  49. — At  Sea  the  Laws  of  Atmospherical  Circulation  are  better  developed,  50. — Rain  Winds,  51. — Precipita- 
tion on  Land  greater  than  Evaporation,  52. — The  Place  of  Supply  for  the  Vapors  that  feed  the  Amazon  with  Kains,  53. — Monsoons  : 
How  formed,  54. — Monsoons  of  the  Indian  Ocean,  55. — How  caused,  56. — How  the  Monsoon  Season  maybe  known,  57. — Why  there 
are  no  Monsoons  in  the  Southern  Hemisphere,  59. — Why  the  Trade-wind  Zones  are  not  stationary,  60. — The  C.\lm  Belts,  61. — The 
Westerly  Winds,  63. 

46.  Plate  XVIII.  is  a  chart  of  the  winds,  based  on  information  derived  from  the  Pilot  Charts.  The 
object  of  this  chart  is  to  make  the  young  seamen  acquainted  only  with  \hQ  prevailing  direction  of  the  wind 
in  every  part  of  the  ocean. 

The  arrows  of  the  plate  are  supposed  to  fly  with  the  wind ;  the  half  bearded  and  half  feathered  arrows 
denoting  monsoons  or  periodic  winds ;  the  dotted  belts,  the  regions  of  calm  and  baffling  winds. 

47.  Monsoons,  properly  speaking,  are  winds  which  blow  one  half  of  the  year  from  one  direction,  and 
the  other  half  from  an  opposite,  or  nearly  an  opposite  direction. 

Let  us  commence  the  study  of  Plate  XVIII.,  by  examining  the  trade-wind  region ;  for  that  is  the 
region  in  which  monsoons  are  most  apt  to  be  found. 

48.  The  belt  or  zone  of  the  southeast  trade-winds  is  broader  (§  12),  it  will  be  observed,  than  the  belt 
or  zone  of  northeast  trades.    This  phenomenon  is  explained  by  the  fact  that  there  is  more  land  in  the 


*   Vide  Physical  Geography  of  the  Sea.     Harper  and  Brothers,  New  York. 


38  THE  WIND  AND  CUERENT  CHARTS. 

northern  hemisphere,  and  that  most  of  the  deserts  of  the  earth — as  the  great  deserts  of  Asia  and  Africa — 
are  situated  in  the  rear,  or  behind  the  northeast  trades;  so  that  as  these  deserts  become  more  or  less  heated, 
there  is  a  call — a  pulling  back,  if  you  please — upon  these  trades  to  flow  back  and  restore  the  equilibrium 
which  the  deserts  destroy.  There  being  no,  or  few  such  regions  in  the  rear  of  the  southeast  trades,  they 
obey  the  first  impulse,  push  and  press  over  into  the  northern  hemisphere. 

By  resolving  the  forces  which  it  is  supposed  are  the  principal  forces  that  put  these  winds  in  motion, 
viz :  calorific  action  of  the  sun  and  diurnal  rotation  of  the  earth,  we  are  led  to  the  conclusion  that  the 
latter  is  much  the  greater  of  the  two  in  its  effects  upon  those  of  the  northern  hemisphere.  But  not  to  such 
an  extent  is  it  greater  in  its  effects  upon  those  of  the  southern.  We  see  by  the  plate  that  those  two  opposing 
currents  of  wind  are  so  unequally  balanced  that  the  one  recedes  before  the  other,  and  that  the  current  from 
the  southern  hemisphere  is  larger  in  volume ;  i,  e.  it  moves  a  greater  zone  or  belt  of  air.  The  southeast 
trade-winds  discharge  themselves  over  the  equator — i.  e.  across  a  great  circle — into  the  region  of  equatorial 
calms,  while  the  northeast  trade-winds  discharge  themselves  into  the  same  region  over  a  parallel  of  latitude, 
and  consequently  over  a  small  circle.  If,  therefore,  we  take  what  obtains  in  the  Atlantic  as  the  type  of 
what  obtains  entirely  around  the  earth,  as  it  regards  the  trade-winds,  we  shall  see  that  the  southeast  trade- 
winds  keep  in  motion  more  air  than  the  northeast  do,  by  a  quantity  at  least  proportioned  to  the  difference 
between  the  circumference  of  the  earth  at  the  equator  and  at  the  parallel  of  latitude  of  9°  north.  For,  if 
we  suppose  that  those  two  perpetual  currents  of  air  extend  the  same  distance  from  the  surface  of  the  earth, 
and  move  with  the  same  velocity,  a  greater  volume  from  the  south  would  flow  across  the  equator  in  a  given 
time  than  would  flow  from  the  north  over  the  parallel  of  9°  in  the  same  time;  the  ratio  between  the  two 
quantities  would  be  as  radius  to  the  secant  of  9°.  Besides  this,  the  quantity  of  land  lying  within  and  to 
the  north  of  the  region  of  the  northeast  trade-winds  is  much  greater  than  the  quantity  within  and  to  the 
south  of  the  region  of  the  southeast  trade-winds.  In  consequence  of  this,  the  mean  level  of  the  earth's 
surface  within  the  region  of  the  northeast  trade-winds  is,  it  may  reasonably  be  supposed,  somewhat  above 
the  mean  level  of  that  part  which  is  within  the  region  of  the  southeast  trade-winds.  And  as  the  northeast 
trade-winds  blow  under  the  influence  of  a  greater  extent  of  land  surface  than  the  southeast  trades  do,  the 
former  are  more  obstructed  in  their  course  than  the  latter  by  the  forests,  the  mountain  ranges,  unequally 
heated  surfaces,  and  other  such  like  inequalities. 

As  already  stated,  the  investigations  show  that  the  momentum  of  the  southeast  trade-winds  is  sufficient 
to  push  the  equatorial  limits  of  their  northern  congeners  back  into  the  northern  hemisphere,  and  to  keep 
them,  at  a  mean,  as  far  north  as  the  ninth  parallel  of  north  latitude.  Besides  this  fact,  they  also  indicate 
that  while  the  northeast  trade-winds,  so  called,  make  an  angle  in  their  general  course  of  about  23°  with 
the  equator  (east-northeast),  those  of  the  southeast  make  an  angle  of  30°  or  more  with  the  equator  (south- 
east by  east.)  I  speak  of  those  in  the  Atlantic,  thus  indicating  that  the  latter  approach  the  equator  more 
directly  in  their  course  than  do  the  others,  and  that,  consequently,  the  effect  of  the  diurnal  rotation  of  the 
earth  being  the  same  for  like  parallels,  north  and  south,  the  calorific  influence  of  the  sun  exerts  more  power 
in  giving  motion  to  the  southern  than  to  the  northern  system  of  Atlantic  trade-winds. 


THE  WINDS.  39 

49.  That  such  is  actually  the  case  is  rendered  still  more  probable  from  this  consideration :  All  the 
great  deserts  are  in  the  northern  hemisphere,  and  the  land  surface  is  also  much  greater  on  our  side  of  the 
equator.  The  action  of  the  sun  upon  these  unequally  absorbing  and  radiating  surfaces  in  and  behind,  or 
to  the  northward  of  the  northeast  trades,  tends  to  retard  these  winds,  and  to  draw  large  volumes  of  the 
atmosphere,  that  otherwise  would  be  moved  by  them,  back  to  supply  the  partial  vacuum  made  by  the  heat 
of  the  sun,  as  it  pours  down  its  rays  upon  the  vast  plains  of  burning  sands  and  unequally  heated  land 
surfaces  in  our  overheated  hemisphere.  The  northwest  winds  of  the  southern  are  also  and  consequently 
stronger  than  the  southwest  winds  of  the  northern  hemisphere. 

The  investigations  that  have  taken  place  show  that  the  influence  of  the  land  upon  the  normal  direc- 
tions of  the  wind  at  sea  is  an  immense  influence.  It  is  frequently  traced  for  a  thousand  miles  or  more  out 
upon  the  ocean.  For  instance,  the  action  of  the  sun's  rays  upon  the  great  deserts  and  arid  plains  of  Africa, 
in  the  summer  and  autumnal  months,  is  such  as  to  be  felt  nearly  across  the  Atlantic  Ocean  between  the 
equator  and  the  parallel  of  13°  north.  Between  this  parallel  and  the  equator,  the  trade-winds  are  turned 
back  by  the  heated  plains  of  Africa,  and  are  caused  to  blow  a  regular  southwardly  monsoon  for  several 
months.  They  bring  the  rains  which  divide  the  season  in  these  parts  of  the  African  coast.  The  region  of 
the  ocean  embraced  by  the  monsoons  is  cuneiform  in  its  shape,  having  its  base  resting  upon  Africa,  and  its 
apex  stretching  over  till  within  10°  or  15°  of  the  mouth  of  the  Amazon. 

Indeed,  when  we  come  to  study  the  effects  of  South  America  and  Africa  (as  developed  by  the  Wind 
and  Current  Charts)  upon  the  winds  at  sea,  we  should  be  led  to  the  conclusion — had  the  foot  of  civilized 
man  never  trod  the  interior  of  these  two  continents — that  the  climate  of  one  is  humid ;  that  its  valleys  are, 
for  the  most  part,  covered  with  vegetation,  which  protects  its  surface  from  the  sun's  rays  ;  while  the  plains 
of  the  other  are  arid  and  naked,  and,  for  the  most  part,  act  like  furnaces  in  drawing  the  winds  from  the 
sea  to  supply  air  for  the  ascending  columns  which  rise  from  its  overheated  plains. 

Pushing  these  facts  and  arguments  still  further,  these  beautiful  and  interesting  researches  seem  already 
sufficient  almost  to  justify  the  assertion  that,  were  it  not  for  the  Great  Desert  of  Sahara,  and  other  arid 
plains  of  Africa,  the  western  shores  of  that  continent,  within  the  trade-wind  region,  would  be  almost,  if 
not  altogether,  as  rainless  and  sterile  as  the  desert  itself. 

These  investigations,  with  their  beautiful  developments,  eagerly  captivate  the  mind;  giving  wings  to 
the  imagination,  they  teach  us  to  regard  the  sandy  deserts,  and  arid  plains,  and  the  inland  basins  of  the 
earth,  as  compensations  in  the  great  system  of  atmospherical  circulation.  Like  counterpoises  to  the 
telescope,  which  the  astronomer  regards  as  incumbrances  to  his  instrument,  these  wastes  serve  as  make- 
weights, to  give  certainty  and  smoothness  of  motion — facility  and  accuracy  to  the  workings  of  the  machine. 

50.  "When  we  travel  out  upon  the  ocean,  and  get  beyond  the  influence  of  the  land  upon  the  winds,  we 
find  ourselves  in  a  field  particularly  favorable  for  studying  the  general  laws  of  atmospherical  circulation. 
Here,  beyond  the  reach  of  the  great  equatorial  and  polar  currents  of  the  sea,  there  are  no  unduly  heated 
surfaces,  no  mountain  ranges,  or  other  obstructions  to  the  circulation  of  the  atmosphere — nothing  to  disturb 
it  in  its  natural  courses.    The  sea,  therefore,  is  the  field  for  observing  the  operations  of  the  general  laws 


40  THE  WIND  AND  CUKRENT  CHARTS. 

whicli  govern  the  movements  of  the  great  aerial  ocean.  Observations  on  the  land  will  enable  us  to  discover 
the  exceptions.  But  from  the  sea  we  shall  get  the  rule.  Each  valley,  every  mountain  range  and  local 
district,  may  be  said  to  have  its  own  peculiar  system  of  calms,  winds,  rains,  and  droughts.  But  not  so  the 
surface  of  the  broad  ocean ;  over  it  the  agents  which  are  at  work  are  of  a  uniform  character. 

61.  Kain-winds  are  the  winds  which  convey  the  vapor  from  the  sea,  where  it  is  taken  up,  to  other 
parts  of  the  earth,  where  it  is  let  down  either  as  snow,  hail,  or  rain.  As  a  general  rule,  the  trade-winds 
may  be  regarded  as  the  evaporating  winds ;  and  when,  in  the  course  of  their  circuit,  they  become  monsoons, 
or  the  variables  of  either  hemisphere,  they  then  generally  become  also  the  rain-winds — especially  the 
monsoons  for  certain  localities.  Thus,  the  southwest  monsoons  of  the  Indian  Ocean  are  the  rain-winds  for 
the  west  coast  of  the  Peninsula  (§  33).  In  like  manner,  the  African  monsoons  of  the  Atlantic  are  the 
winds  which  feed  the  springs  of  the  Niger  and  the  Senegal  with  rains. 

52.  Upon  every  water-shed  which  is  drained  into  the  sea,  the  precipitation  may  be  considered  as 
greater  than  the  evaporation,  for  the  whole  extent  of  the  shed  so  drained,  by  the  amount  of  water  which 
runs  off  through  the  river  into  the  sea.  In  this  view,  all  rivers  may  be  regarded  as  immense  rain-gauges, 
and  the  volume  of  water  annually  discharged  by  any  one,  as  an  expression  of  the  quantity  which  is 
annually  evaporated  from  the  sea,  carried  back  by  the  winds,  and  precipitated  throughout  the  whole  extent 
of  the  valley  that  is  drained  by  it.  Now,  if  we  knew  the  rain-winds  from  the  dry,  for  each  locality  and 
season  generally  throughout  such  a  basin,  we  should  be  enabled  to  determine,  with  some  degree  of 
probability  at  least,  as  to  the  part  of  the  ocean  from  which  such  rains  were  evaporated.  And  thus, 
notwithstanding  all  the  eddies  caused  by  mountain  chains,  and  other  uneven  surfaces,  we  might  detect 
the  general  course  of  the  atmospherical  circulation  over  the  land  as  well  as  the  sea,  and  make  the 
general  courses  of  circulation  in  each  valley  as  obvious  to  the  mind  of  the  philosopher  as  is  the  current 
of  the  Mississippi,  or  of  any  other  great  river,  to  his  senses. 

53.  These  investigations  as  to  the  rain-winds  at  sea,  indicate  that  the  vapors  which  supply  the  sources 
of  the  Amazon  with  rain  are  taken  up  from  the  Atlantic  Ocean  by  the  northeast  and  southeast  trade- 
winds  ;  and  many  circumstances,  some  of  which  have  already  been  detailed,  tend  to  show  that  the  winds 
which  feed  the  Mississippi  with  rains  get  their  vapor  in  the  southeast  trade-wind  region  of  the  other 
hemisphere.  For  instance,  we  know  from  observation  that  the  trade-wind  regions  of  the  ocean,  beyond 
the  immediate  vicinity  of  the  land,  are,  for  the  most  part,  rainless  regions,  and  that  the  trade-wind  ^ones 
may  be  described,  in  a  hyetographic  sense,  as  the  evaporating  regions.  They  also  show,  or  rather  indicate 
as  a  general  rule,  that,  leaving  the  polar  limits  of  the  two  trade-wind  systems,  and  approaching  the  nearest 
pole,  the  precipitation  is  greater  than  the  evaporation  until  the  point  of  maximum  cold  is  reached. 

And  we  know,  also,  that,  as  a  general  rule,  the  southeast  and  northeast  trade- winds  which  come  from  a 
lower  and  go  to  a  higher  temperature  arc  the  evaporating  winds,  i.  e.  they  evaporate  more  than  they 
precipitate ;  while  those  winds  which  come  from  a  higher  and  go  to  a  lower  temperature  are  the  rain- winds, 
i.  e.  they  precipitate  more  than  they  evaporate.  That  such  is  the  case,  not  only  do  researches  indicate,  but 
reason  teaches,  and  philosophy  tells. 


THE   WINDS.  41 

These  views,  therefore,  suggest  the  inquiry  as  to  the  sufficiency  of  the  Atlantic,  after  supplying  the 
sources  of  the  Amazon  and  its  tributaries  with  their  waters,  to  supply  also  the  sources  of  the  Mississippi 
and  the  St.  Lawrence,  and  of  all  the  rivers,  great  and  small,  of  North  America  and  Europe. 

A  careful  study  of  the  rain-winds,  in  connection  with  the  "Wind  and  Current  Charts,  will  probably 
indicate  to  us  the  "springs  in  the  ocean"  which  supply  the  vapors  for  the  rains  that  are  carried  off"  by  those 
great  rivers.  "All  the  rivers  run  into  the  sea;  yet  the  sea  is  not  full;  unto  the  place  from  whence  the 
rivers  come,  thither  they  return  again." 

54.  Monsoons  (§  47)  are,  for  the  most  part,  formed  of  trade-winds.  When  a  trade-wind  is  turned 
back  or  diverted  by  overheated  districts  from  its  regular  course  at  stated  seasons  of  the  year,  it  is  regarded 
as  a  monsoon.  Thus  the  African  monsoons  of  the  Atlantic  (Plate  XVIII.),  the  monsoons  of  the  Gulf  of 
Mexico,  and  the  Central  American  monsoons  of  the  Pacific,  are,  for  the  most  part,  formed  of  the  northeast 
trade- winds,  which  are  turned  back  to  restore  the  equilibrium  which  the  overheated  plains  of  Africa,  Utah, 
Texas,  and  New  Mexico  have  disturbed.  When  the  monsoons  prevail  for  five  months  at  a  time,  for  it 
takes  about  a  month  for  them  to  change  and  become  settled,  then  both  they  and  the  trade-winds,  of  which 
they  are  formed,  arc  called  monsoons. 

55.  The  northeast  and  the  southwest  monsoons  of  the  Indian  Ocean  afford-  an  example  of  this  kind. 
A  force  is  exerted  upon  the  northeast  trade-winds  of  that  sea  by  the  disturbance  which  the  heat  of  summer 
creates  in  the  atmosphere  over  the  interior  plains  of  Asia,  which  is  more  than  sufficient  to  neutralize  the 
forces  which  cause  those  winds  to  blow  as  trade-winds;  it  turns  them  back;  and  were  it  not  for  the  peculiar 
conditions  of  the  land  about  that  ocean,  what  are  now  called  the  northeast  monsoons  would  blow  the  year 
round ;  there  would  be  no  southwest  monsoons ;  and  the  northeast  winds,  being  perpetual,  would  become 
all  the  year,  what  in  reality  for  five  months  (§  54)  they  are,  viz :  northeast  trade-winds. 

56.  The  agents  which  produce  monsoons  reside  (§  55)  on  the  land.  These  winds  are  caused  by  the 
rarefaction  of  the  air  over  large  districts  of  country  situated  on  the  polar  edge,  or  near  the  polar  edge  of 
the  trade- winds.  Thus  the  monsoons  of  the  Indian  Ocean  are  caused  by  the  intense  heat  which  the  rays  of 
a  cloudless  sun  produce  during  the  summer  time  upon  the  Desert  of  Cobi  and  the  burning  plains  of  Central 
Asia.  When  the  sun  is  north  of  the  equator,  the  force  of  his  rays,  beating  down  upon  these  wide  and 
thirsty  plains,  is  such  as  to  cause  the  vast  superincumbent  body  of  air  to  expand  and  ascend.  There  is, 
consequently,  a  rush  of  air,  especially  from  toward  the  equator,  to  restore  the  equilibrium ;  and  in  this  case, 
the  force  which  tends  to  draw  the  northeast  trade-winds  back  becomes  greater  than  the  force  which  is 

•     acting  to  propel  them  forward.     Consequently,  they  obey  the  stronger  power,  turn  back,  and  become  the 
famous  southwest  monsoons  of  the  Indian  Ocean,  which  blow  from  May  to  September  inclusive. 

Of  course,  the  vast  plains  of  Asia  are  not  brought  up  to  monsoon  heather  saltum  or  in  a  day.  They 
require  time  both  to  be  heated  up  to  this  point  and  to  be  cooled  down  again.  Hence,  there  is  a  conflict  for 
a  few  weeks  about  the  change  of  the  monsoon,  when  neither  the  trade-wind  nor  the  monsoon  force  has 
fairly  lost  or  gained  the  ascendency.  This  debatable  period  amounts  to  about  a  month  at  each  change. 
So  that  the  monsoons  of  the  Indian  Ocean  prevail  really  for  about  five  months  each  way,  viz :  from  May 
6 


^12  THE   WIND   AND   CURRENT   CHARTS. 

to  September,  from  tlie  southwest,  in   obedience  to  the  influence  of  the  overheated  plains,  and  from 
November  to  March,  inclusive,  from  the  northeast,  in  obedience  to  the  trade-wind  force. 

57.  The  monsoon  season  may  be  always  known  by  referring  to  the  cause  which  produces  these  winds. 
Thus,  by  recollecting  where  the  thirsty  and  overheated  plains  are  which  cause  the  monsoons,  we  know  at 
once  that  these  winds  are  rushing  with  greatest  force  toward  thei!e  plains  at  the  time  that  is  the  hottest 
season  of  the  year  upon  them. 

The  influence  of  these  heated  plains  upon  the  winds  at  sea  is  felt  for  a  thousand  miles  and  more. 
Thus,  thougb  the  Desert  of  Gobi  and  the  sun-burnt  plains  of  Asia  are,  for  the  most  part,  north  of  latitude 
30°,  their  influence  in  making  monsoons  is  felt  south  of  the  equator  (Plate  XVIII.).  So,  too,  with  the  great 
Desert  of  Sahara  and  the  African  monsoons  of  the  Atlantic;  also,  with  the  Salt  Lake  country  and  the 
Mexican  monsoons  on  one  side,  and  those  of  Central  America  in  the  Pacific  on  the  other.  The  influence 
of  the  deserts  of  Arabia  upon  the  winds  is  felt  in  Austria  and  other  parts  of  Europe,  as  the  observations 
of  Kriel,  Lamont,  and  others  show. 

58.  It  would  appear,  therefore,  that  these  desert  countries  exercise  a  powerful  influence  in  checking, 
and  consequently  in  weakening,  the  force  of  the  northeast  trade-winds.  There  are  no  such  extensive 
influences  at  work  checking  the  southeast  trades.  On  the  contrary,  these  are  accelerated ;  for  the  same 
forces  that  serve  to  draw  the  northeast  trade-winds  back,  or  retard  them,  tend  also  to  draw  the  southeast 
trade-winds  on,  or  to  accelerate  them.  Hence  the  ability  of  the  southeast  trade-winds  to  push  themselves 
over  into  the  northern  hemisphere. 

Hence,  also,  we  infer  that,  between  certain  parallels  of  latitude  in  the  northern  hemisphei-e,  the  sun's 
rays,  by  reason  of  the  great  extent  of  land  surface,  operate  with  much  more  intensity  than  they  do  between 
corresponding  parallels  in  the  southern ;  and  that,  consequently,  the  mean  summer  temperature  on  shore, 
north  of  the  equator,  is  higher  than  it  is  south — a  beautiful  physical  fact  which  the  winds  have  revealed, 
in  corroboration  of  what  observations  with  the  thermometer  had  already  induced  meteorologists  to  suspect. 

59.  It  appears,  from  what  has  been  said  (§  54),  that  it  is  the  rays  of  the  sun  operating  upon  the  land, 
not  upon  the  water,  which  causes  the  monsoons.  Now  let  us  turn  to  Plate  XVIII.  and  examine  into  this 
view.  The  monsoon  regions  are  marked  with  half-bearded  and  half- feathered  arrows ;  and  we  perceive, 
looking  at  the  northern  hemisphere,  that  all  of  Europe,  some  of  Africa,  most  of  Asia,  and  nearly  the 
whole  of  North  America,  are  to  the  north,  or  on  the  polar  side  of  the  northeast  trade-wind  zone;  whereas 
but  a  small  part  of  Australia,  less  of  South  America,  and  still  less  of  South  Africa,  are  situated  on  the 
polar  side  of  the  zone  of  southeast  trade-winds.  In  other  words,  there  are  no  great  plains  on  the  polar 
side  of  the  southeast  trade-winds  upon  which  the  rays  of  the  sun,  in  the  summer  of  the  other  hemisphere, 
can  play  with  force  enough  to  rarefy  the  air  sufficiently  to  materially  interrupt  these  winds  in  their  course. 
But,  besides  the  vast  area  of  such  plains  in  the  northern  hemisphere,  on  the  polar  side  of  its  trade- wind 
belt,  the  heat  of  which  is  sufficient  (§  57)  to  draw  these  trade-winds  back,  there  are  numerous  other 
districts  in  the  extra-tropical  regions  of  our  hemisphere,  the  summer  heat  of  which,  though  it  be  not 
sufficient  to  turn  the  northeast  trade-winds  back,  and  make  a  monsoon  of  them,  yet  may  be  sufficient  to 


THE   WINDS.  43 

weaken  them  in  their  force,  and,  by  retarding  them  (§  58),  draw  the  southeast  trade-winds  over  into  the 
northern  hemisphere. 

60.  Now,  as  this  interference  from  the  land  takes  place  in  the  summer  only,  we  might  infer,  without 
appealing  to  actual  observation,  that  the  position  of  these  trade-wind  zones  is  variable;  that  is,  that  the 
equatorial  edge  of  the  southeast  trade-wind  zones  is  further  to  the  north  in  our  summer,  when  the  northeast 
trades  are  most  feeble,  than  it  is  in  winter,  when  they  are  strongest. 

We  have  here,  then,  at  work  upon  these  trade-wind  zones,  a  force  now  weak,  now  strong,  which,  of 
course,  would  cause  these  zones  to  vibrate  up  and  down  the  ocean,  and  within  certain  limits,  according  to 
the  season  of  the  year.  These  limits  are  given  on  Plate  XVIII.  for  spring  and  autumn.  During  the  latter 
season,  these  zones  reach  their  extreme  northern  declination,  and  in  our  spring  their  utmost  limits  toward 
the  south. 

61.  The  Calm  Belts. — There  is  between  the  two  systems  of  trade-winds  a  region  of  calms,  known 
as  the  equatorial  calms.  It  has  a  mean  average  breadth  of  about  six  degrees  of  latitude.  In  this  region, 
the  air  which  is  brought  to  the  equator  by  the  northeast  and  southeast  trades  ascends.  This  belt  of  calms 
always  separates  these  two  trade-wind  zones,  and  travels  up  and  down  with  them.  If  we  liken  this  belt  of 
equatorial  calms  to  an  immense  atmospherical  trough,  extending,  as  it  does,  entirely  around  the  earth,  and 
if  we  liken  the  northeast  and  southeast  trade-winds  to  two  streams  discharging  themselves  into  it,  we  shall 
see  that  we  have  two  currents  perpetually  running  in  at  the  bottom,  and  that,  therefore,  we  must  have  as 
much  air  as  the  two  currents  bring  in  at  the  bottom  to  flow  out  at  the  top.  What  flows  out  at  the  top  is 
carried  back  north  and  south  by  these  upper  currents,  which  are  thus  proved  to  exist  and  to  flow  counter 
to  the  trade-winds. 

Using  still  further  this  mode  of  illustration :  if  we  liken  the  calm  belt  of  Cancer  and  the  calm  belt  of 
Capricorn  each  to  a  great  atmospherical  trough  extending  around  the  earth  also,  we  shall  see  that  in  this 
case  the  currents  are  running  in  at  the  top  and  out  at  the  bottom  (§  7). 

The  belt  of  equatorial  calms  is  a  belt  of  constant  precipitation.  Captain  Wilkes,  of  the  Exploring 
Expedition,  when  he  crossed  it  in  1838,  found  it  to  extend  from  4°  north  to  12°  north.  He  was  ten  days 
in  crossing  it,  and  during  those  ten  days  rain  fell  to  the  depth  of  6.15  inches,  or  at  the  rate  of  eighteen 
feet  and  upward  during  the  year.  In  the  summer  months,  this  belt  of  calms  is  found  between  the  parallels 
of  8°  and  14°  of  north  latitude ;  and,  in  the  spring,  between  5°  south  and  4°  north. 

This  calm  belt  carries  with  it  the  rainy  seasons  of  the  torrid  zone,  always,  in  its  motions  from  south 
to  north  and  back,  arriving  at  certain  parallels  at  stated  periods  of  the  year ;  consequently,  by  attentively 
considering  Plate  XYIII.,  one  can  tell  what  places  within  the  range  of  this  zone  have,  during  the  year,  two 
rainy  seasons,  what  one,  and  what  are  the  rainy  months  for  each  locality. 

Were  the  northeast  and  the  southeast  trades,  with  the  belt  of  equatorial  calms,  of  different  colors,  and 
visible  to  an  astronomer  in  one  of  the  planets,  he  might,  by  the  motion  of  these  belts  or  girdles  alone,  tell 
the  seasons  with  us.  He  would  see  them  at  one  season  going  north,  then  appearing  stationary,  and  then 
commencing  their  return  to  the  south.    But,  though  he  would  observe  (§  28)  that  they  follow  the  sun  in 


44  THE  WIND  AND  CURRENT  CHARTS. 

his  annual  course,  he  would  remark  that  they  do  not  change  their  latitude  as  much  as  the  sun  does  his 
declination ;  he  would,  therefore,  discover  that  their  extremes  of  declination  are  not  so  far  asunder  as  the 
tropics  of  Cancer  and  Capricorn,  though  in  certain  seasons  the  changes  from  day  to  day  are  very  great. 
He  would  observe  that  these  zones  of  winds  and  calms  have  their  tropins  or  stationary  nodes,  about  which 
they  linger  near  three  months  at  a  time ;  and  that  they  pass  from  one  of  their  tropics  to  the  other  in  a  little 
less  than  another  three  months.  Thus  he  would  observe  the  whole  system  of  belts  to  go  north  from  the 
latter  part  of  May  till  some  time  in  August.  Then  they  would  stop  and  remain  stationary  till  winter,  in 
December ;  when  again  they  would  commence  to  move  rapidly  over  the  ocean,  and  down  toward  the  south, 
tintil  the  last  of  February  or  the  first  of  March ;  then,  again,  they  would  become  stationary,  and  remain 
about  this,  their  southern  tropic,  till  May  again. 

62.  The  Horse  Latitudes. — Having  completed  the  physical  examination  of  the  equatorial  calms  and 
winds,  if  the  supposed  observer  should  now  turn  his  telescope  toward  the  poles  of  our  earth,  he  would 
observe  a  zone  of  calms  bordering  the  northeast  trade-winds  on  the  north  (§  6),  and  another  bordering  the 
southeast  trade-winds  on  the  south  (§  11).  These  calm  zones  also  would  be  observed  to  vibrate  up  and 
down  with  the  trade-wind  zones,  partaking  (§  28)  of  their  motions,  and  following  the  declination  of 
the  sun. 

On  the  polar  side  of  each  of  these  two  calm  zones  there  would  be  a  broad  band  extending  up  into  the 
polar  regions,  the  prevailing  winds  within  which  are  the  opposites  of  the  trade- winds,  viz :  southwest  in 
the  northern  and  northwest  in  the  southern  hemisphere. 

The  equatorial  edge  of  these  calm  belts  is  near  the  tropics,  and  their  average  breadth  is  10°  or  12°. 
On  one  side  of  these  belts  (§  7),  the  winds  blow  perpetually  toward  the  equator;  on  the  other,  their 
prevailing  direction  is  towards  the  poles.     They  are  called  (§  7)  the  "  horse  latitudes"  by  seamen. 

Along  the  polar  borders  of  these  two  calm  belts  (§  28)  we  have  another  region  of  precipitation, 
though  generally  the  rains  here  are  not  so  constant  as  they  are  in  the  equatorial  calms.  The  precipitation 
near  the  tropical  calms  is  nevertheless  sufficient  to  mark  the  seasons ;  for  whenever  these  calm  zones,  as 
they  go  from  north  to  south  with  the  sun,  leave  a  given  parallel,  the  rainy  season  of  that  parallel,  if  it  be 
in  winter,  is  said  to  commence.  Hence,  we  may  explain  the  rainy  season  in  Chili  at  the  south,  and  in 
California  at  the  north. 

63.  The  Westerly  "Winds.— To  complete  the  physical  examination  of  the  earth's  atmosphere,  which 
we  have  supposed  an  astronomer  in  one  of  the  planets  to  have  undertaken,  according  to  the  facts 
developed  by  the  "Wind  and  Current  Charts,  it  remains  for  him  to  turn  his  telescope  upon  the  southwest 
passage  winds  of  the  northern  hemisphere,  pursue  them  into  the  arctic  regions,  and  see  theoretically  how 
they  get  there,  and,  being  there,  what  becomes  of  them. 

From  the  parallel  of  40°  up  toward  the  north  pole,  the  prevailing  winds,  as  already  remarked,  are  the 
southwest  passage  winds  (Plate  XVIII.),  or,  as  they  are  more  generally  called  by  mariners,  the  "westerly" 
winds;  these,  in  the  Atlantic,  prevail  over  the  "easterly"  winds  in  the  ratio  of  about  two  to  one. 

Now  if  we  suppose,  and  such  is  probably  the  case,  these  "  westerly"  winds  to  convey  in  two  days  a 


ON-  THE  GEOLOGICAL  AGENCY  OF  THE  WINDS.  45 

greater  volume  of  atmosphere  toward  the  arctic  circle  than  those  "easterly"  winds  can  bring  back  in 
one,  we  establish  the  necessity  for  an  upper  current  by  which  this  difference  may  be  returned  to  the 
tropical  calms  of  our  hemisphere  (§  13).  Therefore,  there  must  be  some  place  in  the  polar  regions  at 
which  these  southwest  winds  cease  to  go  north,  and  from  which  they  commence  their  return  to  the  south, 
and  this  locality  must  be  in  a  region  peculiarly  liable  to  calms.  It  is  another  atmospherical  node  in 
which  the  motion  of  the  air  is  upward,  with  a  decrease  of  barometric  pressure.  It  is  marked  P, 
Plate  II. 

If  we  now  return  to  the  calm  belt  of  the  northern  tropic,  and  trace  theoretically  a  portion  of  air  that, 
in  its  circuit,  shall  fairly  represent  the  average  course  of  these  southwest  passage  winds,  we  shall  see 
(§  14)  that  it  approaches  the  pole  in  a  loxodromic  curve ;  that  as  it  approaches  the  pole,  it  acquires,  from 
the  spiral  convolutions  of  this  curve  which  represents  its  path,  a  whirling  motion,  in  a  direction  contrary 
to  that  of  the  hands  of  a  watch ;  and  that  the  portion  of  atmosphere  whose  path  we  are  following  would 
gradually  contract  its  gyrations,  until  it  would  finally  ascend,  turning  against  the  hands  of  a  watch  as  it 
whirls  around.   . 

In  the  southern  hemisphere,  a  like  process  is  going  on ;  only  there,  the  northwest  passage  wind 
would,  as  it  arrives  near  the  antarctic  calms,  acquire  a  motion  with  the  sun,  or  in  the  direction  of  the 
hands  of  a  watch. 


CHAPTEE    IV. 

ON  THE  GEOLOGICAL  AGENCY  OF  THE  WINDS.* 

To  appreciate  the  Offices  of  the  Winds  and  Waves,  Nature  must  be  regarded  as  a  Whole,  |  64. — The  Dead  Sea,  65. — The  Effect  produced 
by  the  Upheaval  of  Mountains  across  the  course  of  vapor-bearing  Winds,  07. — Effect  of  the  ,\ndes  upon  vapor-bearing  Winds,  69. 
• — Geological  Age  of  the  Andes  and  Dead  Sea  compared,  TO. — Rain  and  Evaporation  in  the  Mediterranean,  71. — Evaporation  and 
Precipitation  in  the  Caspian  Sea  equal,  72. — The  Quantity  of  Moisture  the  Atmosphere  keeps  in  Circulation,  73. — Where  Vapor 
for  the  Rains  that  feed  the  Nile  comes  from,  74. — Lake  Titicaca,  75. 

64.  Properly  to  appreciate  the  various  offices  which  the  winds  and  the  waves  perform,  we  must 
regard  nature  as  a  whole,  for  all  the  departments  thereof  are  intimately  connected.  If  we  attempt  to 
study  one  of  them,  we  often  find  ourselves  tracing  clews  which  lead  us  off  insensibly  into  others,  and, 
before  we  are  aware,  we  discover  ourselves  exploring  the  chambers  of  some  other  department. 

The  study  of  drift  takes  the  geologist  out  to  sea,  and  reminds  him  that  a  knowledge  of  waves,  winds, 
and  currents,  of  navigation  and  hydrography,  are  closely  and  intimately  connected  with  his  favorite 
pursuit. 

The  astronomer  directs  his  telescope  to  the  most  remote  star,  or  to  the  nearest  planet  in  the  sky,  and 


*   Vide  Maury's  Physical  Geography  of  the  Sea. 


46  THE  WIND  AND  CUBKENT  CHARTS. 

makes  an  observation  upon  it.  He  cannot  reduce  this  observation,  nor  make  any  use  of  it,  until  he  has 
availed  himself  of  certain  principles  of  optics;  until  he  has  consulted  the  thermometer,  gauged  the 
atmosphere,  and  considered  the  effect  of  heat  in  changing  its  powers  of  refraction.  In  order  to  adjust  the 
pendulum  of  his  clock  to  the  right  length,  he  has  to  measure  the  water  of  the  sea  and  weigh  the  earth. 
He,  too,  must  therefore  go  into  the  study  of  the  tides ;  he  must  examine  the  earth's  crust  and  consider  the 
matter  of  which  it  is  composed,  from  pole  to  pole,  circumference  to  centre ;  and  in  doing  this,  he  finds 
himself,  in  his  researches,  right  alongside  of  the  navigator,  the  geologist,  and  the  meteorologist,  with  a  host 
of  other  good  fellows,  each  one  holding  by  the  same  thread,  and  following  it  up  into  the  same  labyrinth 
— all,  it  may  be,  with  different  objects  in  view,  but,  nevertheless,  each  thread  will  be  sure  to  lead  them 
where  there  are  stores  of  knowledge  for  all,  and  instruction  for  each  one  in  particular.  And  thus,  in 
undertaking  to  explore  the  physical  geography  of  the  sea,  I  have  found  myself  standing  side  by  side  with 
the  geologist  on  the  land,  and  with  him,  far  away  from  the  sea-shore,  engaged  in  considering  some  of  the 
phenomena  which  the  inland  basins  of  the  earth — those  immense  indentations  on  its  surface  that  have  no 
sea-drainage — present  for  contemplation  and  study. 

65.  Among  the  most  interesting  of  these  is  that  of  the  Dead  Sea.  Lieutenant  Lynch,  of  the  United 
States  Navy,  has  run  a  level  from  that  sea  to  the  Mediterranean,  and  finds  the  former  to  be  about  one 
thousand  three  hundred  feet  below  the  general  sea-level  of  the  earth.  In  seeking  to  account  for  this  great 
difference  of  water-level,  the  geologist  examines  the  neighboring  region,  and  calls  to  his  aid  the  forces  of 
elevation  and  depression  which  are  supposed  to  have  resided  in  the  neighborhood  ;  lie  then  points  to  them 
as  the  agents  which  did  the  work.  Truly  they  are  mighty  agents,  and  they  have  diversified  the  surface  of 
the  earth  with  the  most  towering  monuments  of  their  power.  But  is  it  necessary  to  suppose  that  they 
resided  in  the  vicinity  of  this  region  ?  May  they  not  have  come  from  the  sea,  and  been,  if  not  in  this  case, 
at  least  in  the  case  of  other  inland  basins,  as  far  removed  as  the  other  hemisphere  ?  The  inquiry  as  to  the 
geological  agency  of  the  winds  in  such  cases  is  a  question  which  my  investigations  have  suggested ;  and  I 
propound  it  as  one  which,  in  accounting  for  the  formation  of  this  or  that  inland  basin,  is  worthy,  at  least, 
of  consideration. 

Is  there  any  evidence  that  the  annual  amount  of  precipitation  upon  the  water-shed  of  the  Dead  Sea,  at 
some  former  period,  was  greater  than  the  annual  amount  of  evaporation  from  it  now  is  ?  If  yea,  from 
what  part  of  the  sea  did  the  vapor  that  supplied  the  excess  of  that  precipitation  come,  and  what  has  cut 
off  that  supply  ?     The  mere  elevation  and  depression  of  the  lake  basin  (§  65)  would  not  do  it. 

If  we  establish  the  fact  that  the  Dead  Sea  at  a  former  period  did  send  a  river  to  the  ocean,  we  carry 
along  with  it  the  admission  that  when  the  sea  overflowed  into  that  river,  then  the  water  that  feU  from  the 
clouds  over  the  Dead  Sea  basin  was  more  than  the  winds  could  convert  into  vapor  and  carry  away  again ; 
the  river  carried  off  the  excess  to  the  ocean  whence  it  came  (§  15). 

In  the  basin  of  the  Dead  Sea,  in  the  basin  of  the  Caspian,  of  the  Sea  of  Aral,  and  in  the  other  inland 
basins  of  Asia,  we  are  entitled  to  infer  that  the  precipitation  and  evaporation  are  at  this  time  exactly  equal. 
Were  it  not  so,  the  level  of  these  seas  would  be  rising  or  sinking.     If  the  precipitation  were  in  excess. 


ON   THE   GEOLOGICAL   AGENCY   OF   THE   WINDS.  47. 

these  seas  would  be  gradually  becoming  fuller ;  and  if  the  evaporation  were  in  excess,  they  would  be 
gradually  drying  up ;  but  observation  does  not  show,  nor  history  tell  us,  that  either  is  the  case.  As  far  as 
we  know,  the  level  of  these  seas  is  as  permanent  as  that  of  the  ocean,  and  it  is  difficult  to  realize  the 
existence  of  subterranean  channels  between  it  and  the  great  ocean.  Were  there  such  a  channel,  the  Dead 
Sea  being  the  lower,  it  would  be  the  recipient  of  ocean  waters ;  and  we  cannot  conceive  how  it  should  be 
such  a  recipient  without  ultimately  rising  to  the  level  of  its  feeder. 

66.  It  may  be  that  the  question  suggested  by  my  researches  has  no  bearing  upon  the  Dead  Sea ;  that 
local  elevations  and  subsidences  alone  were  concerned  in  placing  the  level  of  its  waters  where  it  is.  But 
is  it  probable  that,  throughout  all  the  geological  periods,  during  all  the  changes  which  have  taken  place  in 
the  distribution  of  land  and  water  surface  over  the  earth,  the  winds,  which  in  the  general  channels  of 
circulation  pass  over  the  Dead  Sea,  have  alone  been  unchanged?  Throughout  all  ages,  periods,  and 
formations,  is  it  probable  that  the  winds  have  just  brought  us  as  much  moisture  to  that  sea  as  they  now 
bring,  and  have  just  taken  up  as  much  water  from  it  as  they  now  carry  off?  Obviously  and  clearly  not. 
The  salt-beds,  the  water-marks,  the  geological  formations,  and  other  facts  traced  by  Nature's  own  hand 
upon  the  tablets  of  the  rock — all  indicate  plainly  enough  that  not  only  the  Dead  Sea,  but  the  Caspian  also, 
had  upon  them,  in  former  periods,  more  abundant  rains  than  they  now  have.  Where  did  the  vapor  for 
those  rains  come  from  ?  and  what  has  stopped  the  supply  ?  Surely  not  the  elevation  or  depression  of  the 
Dead  Sea  basin. 

My  researches  with  regard  to  the  winds  have  suggested  the  probability  (§  19)  that  the  vapor  which  is 
condensed  into  rains  for  the  lake  valley,  and  which  the  St.  Lawrence  carries  off  to  the  Atlantic  Ocean,  is 
taken  up  by  the  southeast  trade-winds  of  the  Pacific  Ocean.  Suppose  this  to  be  the  case,  and  that  the 
winds  which  bring  this  vapor  arrive  with  it  in  the  lake  country  at  a  mean  dew-point  of  50°.  This  would 
make  the  southwest  winds  the  rain  winds  for  the  lakes  generally,  as  well  as  for  the  Mississippi  Valley; 
they  are  also,  speaking  generally,  the  rain  winds  of  Europe,  and,  I  have  no  doubt,  of  extra-tropical  Asia. 

67.  Now  suppose  a  certain  mountain  range,  hundreds  of  miles  to  the  southwest  of  the  lakes,  but  across 
the  path  of  these  winds,  were  to  be  suddenly  elevated,  and  its  crest  pushed  up  into  the  regions  of  snow, 
having  a  mean  temperature  of  30°  Fahrenheit.  The  winds,  in  passing  that  range,  would  be  subjected  to  a 
mean  dew-point  of  30° ;  and,  not  meeting  with  any  more  evaporating  surface  between  such  range  and  the 
lakes  (§  22),  they  would  have  no  longer  any  moisture  to  deposit  at  the  supposed  lake  temperature  of  50° ; 
they  could  not  yield  their  moisture  to  anything  above  30°.  Consequently,  the  amount  of  precipitation  in 
the  lake  country  would  fall  off;  the  winds  which  feed  the  lakes  would  cease  to  bring  as  much  water  as  the 
lakes  now  give  to  the  St.  Lawrence.  In  such  a  case,  that  river  and  the  Niagara  would  drain  them  to  the 
level  of  their  bed ;  evaporation  would  be  increased  by  reason  of  the  dryness  of  the  atmosphere  and  the 
want  of  rain,  and  the  lakes  would  sink  to  that  level  at  which,  as  ia  the  case  of  the  Caspian  Sea,  the 
precipitation  and  evaporation  would  finally  become  equal. 

There  is  a  self-regulating  principle  that  would  bring  about  this  equality ;  for  as  the  water  in  the  lakes 
becomes  lower,  the  area  of  its  surface  would  be  diminished,  and  the  amount  of  vapor  taken  from  it  would 


48  THE  WIND  AND  CUKRENT  CHARTS. 

consequently  become  less  and  less  as  the  surface  was  lowered,  until  the  amount  of  water  evaporated  would 
become  equal  to  the  amount  rained  down  again,  precisely  in  the  same  way  that  the  amount  of  water 
evaporated  from  the  sea  is  exactly  equal  to  the  whole  amount  poured  back  into  it  by  the  rains,  the  fogs, 
and  the  dews*  Thus  the  great  lakes  of  this  continent  would  remain  inland  seas  at  a  permanent  level ;  the 
salt  brought  from  the  soil  by  the  washings  of  the  rivers  and  rains  would  cease  to  be  taken  off  to  the  ocean 
as  it  now  is;  and  finally,  too,  the  great  American  lakes,  in  the  process  of  ages,  would  become  first  brackish, 
and  then  briny. 

Now,  suppose  the  water  basins  which  hold  the  lakes  to  be  over  a  thousand  fathoms  (six  thousand  feet) 
deep.  We  know  they  are  not  more  than  four  hundred  and  twenty  feet  deep  ;  but  suppose  them  to  be  six 
thousand  feet  deep.  The  process  of  evaporation,  after  the  St.  Lawrence  had  gone  dry,  might  go  on  until 
one  or  two  thousand  feet  or  more  were  lost  from  the  surface,  and  we  should  then  have  another  instance  of 
the  level  of  an  inland  water-basin  being  far  below  the  sea-level,  as  in  the  case  of  the  Dead  Sea ;  or  it  would 
become  a  rainless  district,  when  the  lakes  themselves  would  go  dry. 

Or,  let  us  take  another  case  for  illustration.  Corallines  are  at  work  about  the  Gulf  Stream ;  they  have 
built  up  the  Florida  Eeefs  on  one  side,  and  the  Bahama  Banks  on  the  other.  Sup})ose  they  should  build 
up  a  dam  across  the  Florida  Pass,  and  obstruct  the  Gulf  Stream  ;  and  that,  in  like  manner,  they  were  to 
connect  Cuba  with  Yucatan,  by  damming  up  the  Yucatan  Pass,  so  that  the  waters  of  the  Atlantic  should 
cease  to  flow  into  the  Gulf.     What  should  we  have? 

The  depth  of  the  marine  basin  which  holds  the  waters  of  the  Gulf  is,  in  the  deepest  part,  about  a 
mile.  The  officers  of  the  United  States  ship  Albany  have  run  a  line  of  deep-sea  soundings  from  west  to 
east  across  the  Gulf;  the  greatest  depth  they  reported  was  about  eight  thousand  feet.  Subsequent  experi- 
ments, however,  induce  the  belief  that  the  depth  is  not  quite  so  great. 

We  should  therefore  have,  by  stopping  up  the  channels  between  the  Gulf  and  the  Atlantic,  not  a  sea- 
level  in  the  Gulf,  but  we  should  have  a  mean  level  between  evaporation  and  precipitation.  If  the  former 
were  in  excess,  the  level  of  the  Gulf  waters  would  sink  down  until  the  surface  exposed  to  the  air  would 
be  just  sufficient  to  return  to  the  atmosphere,  as  vapor,  the  amount  of  water  discharged  by  the  rivers — the 
Mississippi  and  others — into  the  Gulf.  As  the  waters  were  lowered,  the  extent  of  evaporating  surface 
would  grow  less  and  less,  until  Nature  should  establish  the  proper  ratio  between  the  ability  of  the  air  to 
take  up  and  the  capacity  of  the  rain  to  let  down.  Thus  we  might  have  a  sea  whose  level  would  be  much 
further  below  the  water  level  of  the  ocean  than  is  the  Dead  Sea. 

68.  There  is  still  another  process,  besides  the  two  already  alluded  to,  by  which  the  drainage  of  these 
inland  basins  may,  through  the  agency  of  the  sea  winds,  have  been  cut  off  from  the  great  salt  seas,  and 
that  is  by  the  elevation  of  continents  from  the  bottom  of  the  sea  in  distant  regions  of  the  earth,  and  the 
substitution  caused  thereby  of  dry  land  instead  of  water  for  the  winds  to  blow  upon. 

Now,  suppose  that  a  continent  should  rise  up  in  that  part  of  the  ocean,  wherever  it  may  be,  that 


*  The  quantity  of  dew  in  England  is  about  five  inches  during  a  year. — Glaisher. 


ON  THE  GEOLOGICAL  AGENCY  OF  THE  WINDS.  49 

supplies  the  clouds  with  the  vapor  that  makes  the  raia  for  the  hydrographic  basin  of  the  great  American 
lakes.  What  would  be  the  result?  Why,  surely,  fewer  clouds  and  less  rain,  which  would  involve  a 
change  of  climate  in  the  lake  country;  an  increase  of  evaporation  from  it,  because  a  decrease  of  precipita- 
tion upon  it ;  and,  consequently,  a  diminution  of  cloudy  screens  to  protect  the  waters  of  the  lakes  from 
being  sucked  up  by  the  rays  of  the  sun ;  and  consequently,  too,  there  would  follow  a  low  stage  for  water- 
courses, and  a  lowering  of  the  lake  level  would  ensue. 

So  far,  I  have  instanced  these  cases  only  hypothetically ;  but,  both  in  regard  to  the  bydrographical 
basins  of  the  Mexican  Gulf  and  American  lakes,  T  have  confined  myself  strictly  to  analogies.  Mountain 
ranges  have  been  upheaved  across  the  course  of  the  winds,  and  continents  have  been  raised  from  the  bottom 
of  the  sea ;  and,  no  doubt,  the  influence  of  such  upheavals  has  been  felt  in  remote  regions  by  means  of  the 
winds,  and  the  effects  which  a  greater  or  less  amount  of  moisture  brought  by  them  would  produce. 

In  the  case  of  the  Salt  Lake  of  Utah,  we  have  an  example  of  drainage  that  has  been  cut  off,  and  an 
illustration  of  the  process  by  which  Nature  equalizes  the  evaporation  and  precipitation.  To  do  this,  in 
this  instance,  she  is  salting  up  the  basin  which  received  the  drainage  of  this  inland  water-shed.  Here  we 
have  the  appearance,  I  am  told,  of  an  old  channel  by  which  the  water  used  to  flow  from  this  basin  to  the 
sea.  Supposing  there  was  such  a  time  and  such  a  watercourse,  the  water  returned  through  it  to  the  ocean 
was  the  amount  by  which  the  precipitation  used  to  exceed  the  evaporation  over  the  whole  extent  of  country 
drained  through  this  now  dry  bed  of  a  river.  The  winds  have  had  something  to  do  with  this ;  they  are 
the  agents  which  used  to  bring  more  moisture  from  the  sea  to  this  water-shed  than  they  took  away ;  and 
they  are  the  agents  which  now  carry  off  from  that  valley  more  moisture  than  is  brought  to  it,  and  which, 
therefore,  are  making  a  salt-bed  of  places  that  used  to  be  covered  by  water.  In  like  manner,  there  is 
evidence  that  the  great  American  lakes  formerly  had  a  drainage  with  the  Gulf  of  Mexico.  Steamers  have 
been  actually  known,  in  former  years,  and  in  times  of  freshets,  to  pass  from  the  Mississippi  over  into  the 
lakes.  At  low  water,  the  bed  of  a  dry  river  can  be  traced  between  them.  Now,  the  Salt  Lake  of  Utah  is 
to  the  southward  and  westward  of  our  northern  lake  basin ;  that  is,  the  quarter  whence  the  rain  winds  have 
been  supposed  to  come.  May  not  the  same  cause  which  lessened  the  precipitation  or  increased  the  evapo- 
ration in  the  Salt  Lake  w^ater-shed,  have  done  the  same  for  the  water-shed  of  the  great  American  system 
of  lakes? 

If  the  mountains  to  the  west — the  Sierra  Nevada,  for  instance — stand  higher  now  than  they  formerly 
did,  and  if  the  winds  which  fed  the  Salt  Lake  valley  with  precipitation  had,  as  I  suppose  they  have,  to 
pass  the  summits  of  the  mountains,  it  is  easy  to  perceive  why  the  winds  should  not  convey  as  much  vapor 
across  them  now  as  they  did  when  the  summit  of  the  ranges  was  lower  and  not  so  cool. 

69.  The  Andes,  in  the  trade-wind  region  of  South  America,  stand  up  so  high,  that  the  wind,  in  order 
to  cross  them,  has  to  part  with  all  its  moisture  (§  29),  and  consequently  there  is,  on  the  other  side,  a  rain- 
less region.  Now,  suppose  a  range  of  such  mountains  as  these  to  be  elevated  across  the  track  of  the  winds 
which  supply  the  lake  country  with  rains ;  it  is  easy  to  perceive  how  the  whole  country  watered  by  the 
vapor  w^hich  such  winds  bring,  would  be  converted  into  a  rainless  region. 
7 


50  THE  WIND  AND  CURRENT  CHARTS. 

I  have  used  these  cases  to  illustrate  a  position  which  any  philosopher,  who  considers  the  geological 
agency  of  the  winds,  may  with  propriety  consult,  when  he  is  told  of  an  inland  basin,  the  water-level  of 
which,  it  is  evident,  was  once  higher  than  it  now  is;  and  that  position  is  that,  though  the  evidences  of  a 
higher  water-level  be  unmistakable  and  conclusive,  it  does  not  follow,  therefore,  that  there  has  been  a 
subsidence  of  the  lake  basin  itself,  or  an  upheaval  of  the  water-shed  drained  by  it. 

The  cause  which  has  produced  this  change  in  the  water-level,  instead  of  being  local  and  near,  may  be 
remote  ;  it  may  have  its  seat  in  the  obstructions  which  have  been  interposed  in  some  other  quarter  of  the 
world,  which  obstructions  may  prevent  the  winds  from  taking  up  or  from  bearing  off  their  wonted  supplies 
of  moisture  for  the  region  whose  water-level  has  been  lowered. 

Having  therefore,  I  hope,  made  clear  the  meaning  of  the  question  proposed,  by  showing  the  manner 
in  which  winds  may  become  important  geological  agents,  and  having  explained  how  the  upheaving  of  a 
mountain  range  in  one  part  of  the  world  may,  through  the  winds,  bear  upon  the  physical  geography  of  the 
sea,  affect  climates,  and  produce  geological  phenomena  in  another,  I  return  to  the  Dead  Sea  and  the  great 
inland  basins  of  Asia,  and  ask.  How  far  is  it  possible  for  the  elevation  of  the  South  American  continent, 
and  the  upheaval  of  its  mountains,  to  have  had  any  effect  upon  the  water-level  of  those  seas  ?  There  are 
indications  (§  66)  that  they  all  once  had  a  higher  water-level  than  they  now  have,  and  that  formerly  the 
amount  of  precipitation  was  greater  than  it  now  is ;  then  what  has  become  of  the  sources  of  vapor  ? 
What  has  diminished  its  supply  ?  Its  supply  would  be  diminished  (§  68)  by  the  substitution  of  dry  land 
in  those  parts  of  the  ocean  which  used  to  supply  that  vapor ;  or  the  quantity  of  vapor  deposited  in  the 
hydrographical  basins  of  those  seas  would  have  been  lessened  if  a  snow-capped  range  of  mountains  (§  67) 
had  been  elevated  across  the  path  of  these  winds,  and  between  these  basins  and  the  places  where  they 
were  supplied  with  vapor. 

Now,  if  it  be  true  (§  21)  that  the  trade- winds  from  the  southern  hemisphere  take  up  the  water  which  is 
to  be  rained  in  the  extra-tropical  north,  the  path  (§  1 1)  ascribed  to  the  southeast  trades  of  Africa  and  America, 
after  they  descend  and  become  the  prevailing  soutliwest  winds  of  the  northern  hemisphere,  should  pass  over 
a  region  of  less  precipitation  generally  than  they  would  do  if,  while  performing  the  office  of  southeast 
trades,  they  had  blown  over  water  instead  of  land.  The  southeast  trade-winds,  with  their  load  of  vapor, 
whether  great  or  small,  take,  after  ascending  in  the  equatorial  calms,  a  northeasterly  direction;  they 
continue  to  flow  in  the  upper  regions  of  the  air  in  that  direction  until  they  cross  the  tropic  of  Cancer.  The 
places  of  least  rain,  then,  between  this  tropic  and  the  pole,  should  be  precisely  those  places  which  depend 
for  their  rains  upon  the  vapor  which  the  winds  that  blow  over  southeast  trade-wind  Africa  and 
America  convey. 

Now,  if  we  could  trace  the  path  of  these  winds  through  the  extra-tropical  regions  of  the  northern 
hemisphere,  we  should  be  able  to  identify  it  by  the  foot-prints  of  tlie  clouds ;  for  the  path  of  the  winds 
which  depend  for  their  moisture  upon  such  sources  of  supply  as  the  dry  land  of  Central  South  America 
and  Africa  cannot  run  through  a  country  that  is  abundantly  watered. 

It  is  a  remarkable  coincidence,  at  least,  that  the  countries  in  the  extra-tropical  regions  of  the  north 


ON  THE  GEOLOGICAL  AGENCY  OP  THE  WINDS.  61 

that  are  situated  to  the  northeast  of  the  southeast  trade-winds  of  South  Africa  and  America — that  the 
countries  in  our  hemisphere,  over  which  tlieory  makes  these  winds  to  blow,  include  all  the  great  deserts 
of  Asia,  and  the  districts  of  least  precipitation  in  Europe.  A  line  from  the  Gallipagos  Islands,  through 
Florence,  in  Italy,  another  from  the  mouth  of  the  Amazon  through  Aleppo,  in  Holy  Land  (Plate  IV.), 
would,  after  passing  the  tropic  of  Cancer,  mark  upon  the  surface  of  the  earth  the  route  of  these  winds ;  this 
is  that  "lee  country"  which,  if  such  be  the  system  of  atmospherical  circulation,  ought  to  be  scantily  supplied 
with  rains.  Now  the  hyetographic  map  of  Europe,  in  Johnston's  beautiful  Physical  Atlas,  places  the  region 
of  least  precipitation  between  these  two  lines  (Plate  IV.). 

It  would  seem  that  Nature,  as  if  to  reclaim  this  "  lee"  land  from  the  desert,  had  stationed  by  the 
way-side  of  these  winds  a  succession  of  inland  seas,  to  serve  them  as  relays  for  supplying  with  moisture 
this  thirsty  air.  There  are  the  Mediterranean  Sea,  the  Caspian  Sea,  and  the  Sea  of  Aral,  all  of  which  are 
situated  exactly  in  this  direction,  as  though  these  sheets  of  water  were  designed,  in  the  grand  system  of 
aqueous  arrangements,  to  supply  with  fresh  vapor,  winds  that  had  already  left  rain  enough  behind  them  to 
make  an  Amazon  and  an  Oronoco  of. 

70.  Now  that  there  has  been  such  an  elevation  of  land  out  of  the  water,  we  infer  from  the  fact  that 
the  Andes  were  once  covered  by  the  sea,  for  their  tops  are  now  crowned  with  the  remains  of  marine 
animals.  When  they  and  their  continent  were  submerged — admitting  that  Europe  in  general  outline  was 
then  as  it  now  is — it  cannot  be  supposed,  if  the  circulation  of  vapor  were  then  such  as  it  is  supposed  now 
to  be,  that  the  climates  of  that  part  of  the  Old  World  which  is  under  the  lee  of  those  mountains  were  then 
as  scantily  supplied  with  moisture  as  they  now  are.  When  the  sea  covered  South  America,  the  winds  had 
nearly  all  the  waters  which  now  make  the  Amazon,  to  bring  away  with  them  and  to  distribute  among  the 
countries  situated  along  the  route  (Plate  IV.)  ascribed  to  them. 

If  ever  the  Caspian  Sea  exposed  a  larger  surface  for  evaporation  than  it  now  does — and  no  doubt  it 
did ;  if  the  precipitation  in  that  valley  ever  exceeded  the  evaporation  from  it,  as  it  does  in  all  valleys 
drained  into  the  open  sea,  then  there  must  have  been  a  change  of  hygrometrical  condition  there.  And 
admitting  the  vapor-springs  for  that  valley  to  be  situated  in  the  direction  supposed,  the  rising  up  of  a 
continent  from  the  bottom  of  the  sea,  or  the  upheaval  of  a  range  of  mountains  in  certain  parts  of  America, 
Africa,  or  Spain,  across  the  route  of  the  winds  which  brought  the  rain  for  the  Caspian  water-shed,  might 
have  been  suf&cient  to  rob  them  of  the  moisture  which  they  were  wont  to  carry  away  and  precipitate  upon 
this  great  inland  basin.  See  how  the  Andes  have  made  Atacama  a  desert,  and  of  Western  Peru  a  rainless 
country ;  these  regions  have  been  made  rainless  simply  by  the  rising  up  of  a  mountain  range  between 
them  and  the  vapor-springs  in  the  ocean  which  feed  with  moisture  the  winds  that  blow  over  these  now 
rainless  regious. 

That  part  of  Asia,  then,  which  is  under  the  lee  of  southern  trade-wind  Africa,  lies  to  the  north  of  the 
tropic  of  Cancer,  and  between  two  lines,  the  one  passing  through  Cape  Palmas  and  Medina,  the  other 
through  Aden  and  Delhi.    Being  extended  to  the  equator,  they  will  include  that  part  of  it  which  is  crossed 


63  THE   WIND  AND   CURRENT  CHARTS. 

by  the  continental  southeast  trade- winds  of  Africa,  after  they  have  traversed  the  greatest  extent  of  land 
surface  (Plate  lY.). 

The  range  which  lies  between  the  two  lines  that  represent  the  course  of  the  American  winds  with 
their  vapors,  and  the  two  lines  which  represent  the  course  of  the  African  winds  with  their  vapors,  is  the 
range  which  is  under  the  lee  of  winds  that  have,  for  the  most  part,  traversed  water-surface,  or  the  ocean,  in 
their  circuit  as  southeast  trade-winds.  But  a  bare  inspection  of  Plate  lY.  will  show  that  the  southeast 
trade-winds  which  cross  the  equator  between  longitude  15°  and  50°  west,  and  which  are  supposed  to  blow 
over  into  this  hemisphere  between  these  two  ranges,  have  traversed  land  as  well  as  water ;  and  the  Trade- 
wind  Chart  shows  that  it  is  precisely  those  winds  which,  in  the  summer  and  fall,  are  converted  into 
southwest  monsoons  for  supplying  the  whole  extent  of  Guinea  with  rains  to  make  rivers  of.'  Those  winds, 
therefore,  it  would  seem,  leave  much  of  their  moisture  behind  them,  and  pass  along  to  their  channels,  in  the 
grand  system  of  circulation,  for  the  most  part  as  dry  winds.  Moreover,  it  is  not  to  be  supposed  that  the 
channels  through  which  the  winds  blow  that  cross  the  equator  at  the  several  places  named,  are  as  sharply 
defined  in  nature  as  the  lines  suggested,  or  as  Plate  lY.  would  represent  them  to  be. 

The  whole  region  of  the  extra-tropical  Old  "World,  that  is  included  within  the  ranges  marked,  is  the 
region  which  has  most  land  to  windward  of  it  in  the  southern  hemisphere.  Now,  it  is  a  curious  coin- 
cidence, at  least,  that  all  the  great  extra-tropical  deserts  of  the  earth,  with  those  regions  in  Europe  and 
Asia  which  have  the  least  amount  of  precipitation  upon  them,  should  lie  within  this  range.  That  they 
are  situated  under  the  lee  of  the  southern  continents,  and  have  but  little  rain,  may  be  a  coincidence,  I 
admit;  but  that  these  deserts  of  the  Old  "World  are  placed  where  they  are  is  no  coincidence — no  accident, 
they  are  placed  where  they  are,  and  as  they  are,  by  design;  and  in  being  so  placed,  it  was  intended  that 
they  should  subserve  some  grand  purpose  in  the  terrestrial  economy.  Let  us  see,  therefore,  if  we  can 
discover  any  marks  of  that  design — any  of  the  purposes  of  such  an  arrangement — and  trace  any  connec- 
tion between  that  arrangement  and  the  supposition  which  I  maintain  as  to  the  place  where  the  winds  that 
blow  over  those  regions  derive  their  vapors. 

It  will  be  remarked  at  once  that  all  the  inland  seas  of  Asia,  and  all  those  of  Europe,  except  the  semi- 
fresh-water  gulfs  of  the  north,  are  within  this  range.  The  Persian  Gulf  and  the  Eed  Sea,  the  Mediter- 
ranean, the  Black,  and  the  Caspian,  all  fall  within  it.  And  why  are  they  planted  within  it?  "Why  are  they 
arranged  to  the  northeast  and  southwest  under  this  lee,  and  in  the  very  direction  in  which  theory  makes 
this  breadth  of  thirsty  winds  to  prevail  ?  Clearly  and  obviously,  one  of  the  purposes  in  the  Divine  economy 
was,  that  they  might  replenish  with  vapor  the  winds  which  are  almost  vaporless  when  they  arrive  at  these 
regions  in  the  general  system  of  circulation.  And  why  should  these  winds  be  almost  vaporless?  They 
are  almost  vaporless  because  their  route,  in  the  general  system  of  circulation,  is  such,  that  they  are  not 
brought  into  contact  with  the  water-surface  from  which  the  needful  supplies  of  vapor  are  to  be  had;  or, 
being  obtained,  the  supplies  have  since  been  taken  away  by  the  cool  tops  of  mountain  ranges  over  which 
these  winds  have  had  to  pass. 

In  the  Mediterranean,  the  evaporation  is  greater  than  the  precipitation.     Upon  the  Eed  Sea  there 


ON  THE   GEOLOGICAL  AGENCY  OF  THE  WINDS.  5ft 

never  falls  a  drop  of  rain ;  it  is  all  evaporation.  Are  we  not,  therefore,  entitled  to  regard  the  Red  Sea  as 
a  make-weight,  thrown  in  to  regulate  the  proportion  of  cloud  and  sunshine,  and  to  dispense  rain  to  certain 
parts  of  the  earth  in  due  season  and  in  proper  quantities  ?  Have  we  not,  in  these  two  facts,  evidence 
conclusive  that  the  winds  which  blow  over  these  two  seas  come,  for  the  most  part,  from  a  dry  country — 
from  regions  which  contain  few  or  no  pools  to  furnish  supplies  of  vapor? 

Indeed,  so  scantily  supplied  with  vapor  are  the  winds  which  pass  in  the  general  channels  of  circula- 
tion over  the  water-shed  and  sea-basin  of  the  Mediterranean,  that  they  take  up  there  more  water  as  vapor 
than  they  deposit.  But,  throwing  out  of  the  question  what  is  taken  up  from  the  surface  of  the  Mediter- 
ranean itself,  these  winds  deposit  more  water  on  the  water-shed  whose  drainage  leads  into  that  sea  than 
they  take  up  from  it  again.  The  excess  is  to  be  found  in  the  rivers  which  discharge  into  the  Mediter- 
ranean; but  so  thirsty  are  the  winds  which  blow  across  the  bosom  of  that  sea,  that  they  not  only  take  up 
again  all  that  those  rivers  pour  into  it,  but  they  are  supposed,  by  philosophers,  to  create  a  demand  for  an 
immense  current  from  the  Atlantic  to  supply  the  waste. 

71.  It  is  estimated  that  three*  times  as  much  water  as  the  Mediterranean  receives  from  its  rivers  is 
evaporated  from  its  surface.  This  may  be  an  over-estimate,  but  the  fact  that  evaporation  from  it  is  in 
excess  of  the  precipitation,  is  made  obvious  by  the  current  which  the  Atlantic  sends  into  it  through  the 
Straits  of  Gibraltar;  and  the  difference,  we  may  rest  assured,  whether  it  be  much  or  little,  is  carried  off  to 
modify  climate  elsewhere — to  refresh  with  showers  and  make  fruitful  some  other  part  of  the  earth. 

The  great  inland  basin  of  Asia,  in  which  are  the  Aral  and  Caspian  Seas,  is  situated  on  the  route  which 
this  hypothesis  requires  these  thirsty  winds  from  southeast  trade-wind  Africa  and  America  to  take;  and  so 
scant  of  vapor  are  these  winds  when  they  arrive  in  this  basin,  that  they  have  no  moisture  to  leave  behind; 
just  as  much  as  they  pour  down  they  take  up  again  and  carry  off.  "We  know  that  the  volume  of  water 
returned  by  the  rivers,  the  rains,  and  the  dews,  into  the  whole  ocean,  is  exactly  equal  to  the  volume  which 
the  whole  ocean  gives  back  to  the  atmosphere;  as  far  as  our  knowledge  extends,  the  level  of  each  of  these 
two  seas  is  as  permanent  as  that  of  the  great  ocean  itself  Therefore,  the  volume  of  water  discharged  by 
rivers,  the  rains,  and  the  dews,  into  these  two  seas,  is  exactly  equal  to  the  volume  which  these  two  seas 
give  back  as  vapor  to  the  atmosphere. 

These  winds,  therefore,  do  not  begin  permanently  to  lay  down  their  load  of  moisture,  be  it  great  or 
small,  until  they  cross  the  Oural  Mountains.  On  the  steppes  of  Issam,  after  they  have  supplied  the  Ama- 
zon and  the  other  great  equatorial  rivers  of  the  south,  we  find  them  first  beginning  to  lay  down  more 
moisture  than  they  take  up  again.  In  the  Obi,  the  Yenesi,  and  the  Lena,  is  to  be  found  the  volume  which 
contains  the  expression  for  the  load  of  water  which  these  winds  have  brought  from  the  southern  hemi- 
sphere, from  the  Mediterranean,  and  the  Red  Sea;  for  in  these  almost  hyperborean  river-basins  do  we  find 
the  first  instance  in  which,  throughout  the  entire  range  assigned  these  winds,  they  have,  after  supplying 
the  Amazon,  &c.,  left  more  water  behind  them  than  they  have  taken  up  again  and  carried  off.     The  low 


*   Fiife article  "Physical  Geography,"  Encyclopsedia  Britannica. 


54:  THE  WIND  AND  CURRENT  CHARTS. 

temperatures  of  Siberian  Asia  are  quite  sufficient  to  extract  from  these  winds  the  remnants  of  vapor  which 
the  cool  mountain  tops  and  mighty  rivers  of  the  southern  hemisphere  have  left  in  them. 

Here  I  may  be  permitted  to  pause,  that  I  may  call  attention  to  another  remarkable  coincidence,  and 
admire  the  marks  of  design,  the  beautiful  and  exquisite  adjustments  that  we  see  here  provided,  to  insure 
the  perfect  workings  of  the  great  aqueous  and  atmospherical  machine.  This  coincidence — may  I  not  call 
it  cause  and  effect? — is  between  the  hygrometrical  conditions  of  all  the  countries  within,  and  the  hygro- 
metrical  conditions  of  all  the  countries  without  the  range  included  within  the  lines  which  I  have  drawn 
(Plate  IV.)  to  represent  the  route  in  the  northern  hemisphere,  of  the  southeast  trade-winds  after  they  have 
blown  their  course  over  the  land  in  South  Africa  and  America.  Both  to  the  right  and  left  of  this  range  are 
countries  included  between  the  same  parallels  in  which  it  is,  yet  these  countries  all  receive  more  water  from 
the  atmosphere  than  they  give  back  to  it  again;  they  all  have  rivers  running  into  the  sea.  On  the  one 
hand,  there  are  in  Europe  the  Ehine,  the  Elbe,  and  all  the  great  rivers  that  empty  into  the  Atlantic;  on  the 
other  hand,  there  are  in  Asia  the  Ganges,  and  all  the  great  rivers  of  China;  and  in  North  America,  in  the 
latitude  of  the  Caspian  Sea,  is  our  great  system  of  fresh- water  lakes ;  all  of  these  receive  from  the  atmo- 
sphere immense  volumes  of  water,  and  pour  it  back  into  the  sea  in  streams  the  most  magnificent. 

It  is  remarkable  that  none  of  these  copiously  supplied  water-sheds  have,  to  the  southwest  of  them  in 
the  trade-wind  regions  of  the  southern  hemisphere,  any  considerable  body  of  land ;  they  are,  all  of  them, 
under  the  lee  of  evaporating  surfaces,  of  ocean  waters  in  the  trade-wind  regions  of  the  south.  Only  those 
countries  in  the  extra-tropical  north,  which  I  have  described  as  lying  under  the  lee  of  trade-wind  South 
America  and  Africa,  are  scantily  supplied  with  rains." 

72.  The  surface  of  the  Caspian  Sea  is  about  equal  to  that  of  our  lakes ;  in  it,  evaporation  is  just  equal 
to  the  precipitation.  Our  lakes  are  between  the  same  parallels,  and  about  the  same  distance  from  the 
western  coast  of  America  that  the  Caspian  Sea  is  from  the  western  coast  of  Europe ;  and  yet  the  waters 
discharged  by  the  St.  Lawrence  give  us  an  idea  of  how  greatly  the  precipitation  upon  it  is  in  excess  of  the 
evaporation.  To  windward  of  the  lakes,  and  in  the  trade-wind  regions  of  the  southern  hemisphere,  is  no 
land;  but  to  windward  of  the  Caspian  Sea,  and  in  the  trade-wind  region  of  the  southern  hemisphere,  there 
is  land.  Therefore,  supposing  the  course  of  the  vapor-distributing  winds  to  be  such  as  I  maintain  it  to  be, 
ought  they  not  to  carry  more  water  from  the  ocean  to  the  American  lakes  than  it  is  possible  for  them  to 
carry  from  the  land — from  the  interior  of  South  Africa  and  America — to  the  valley  of  the  Caspian  Sea  ? 

In  like  manner,  extra-tropical  New  Holland  and  South  Africa  have  each  land — not  water — to  the 
windward  of  them  in  the  trade-wind  regions  of  the  northern  hemisphere,  where,  according  to  this 
hypothesis,  the  vapor  for  their  rains  ought  to  be  taken  up;  they  are  both  countries  of  little  rain ;  but  extra- 
tropical  South  America  has,  in  the  trade-wind  region  to  windward  of  it  in  the  northern  hemisphere,  a  great 
extent  of  ocean,  and  the  amount  of  precipitation  in  extra-tropical  South  America  is  wonderful.  The 
coincidence,  therefore,  is  remarkable,  that  the  countries  in  the  extra-tropical  regions  of  this  hemisphere, 
which  lie  to  the  northeast  of  large  districts  of  land  in  the  trade-wind  regions  of  the  other  hemisphere, 
should  be  scantily  supplied  with  rains ;  and,  likewise,  that  those  so  situated  in  the  extra-tropical  south,  with 
regard  to  land  in  the  trade-wind  region  of  the  north,  should  be  scantily  supplied  with  rains. 


ON  THE  GEOLOGICAL  AGENCY  OF  THE  WINDS.  55 

Having  thus  remarked  upon  the  coincidence,  let  us  turn  to  the  evidences  of  design,  and  contemplate 
the  beautiful  harmony  displayed  in  the  arrangement  of  the  land  and  water,  as  we  find  them  along  this 
conjectural  "  wind-road."     (Plate  IV.) 

Those  who  admit  design  among  terrestrial  adaptations,  or  have  studied  the  economy  of  cosmical 
arrangements,  will  not  be  loth  to  grant  that  by  design  the  atmosphere  keeps  in  circulation  a  certain 
amount  of  moisture ;  that  the  water  of  which  this  moisture  is  made  is  supplied  by  the  aqueous  surface 
of  the  earth,  and  that  it  is  to  be  returned  to  the  seas  again  through  rivers  and  the  process  of  precipitation; 
that  a  permanent  increase  or  decrease  of  the  quantity  of  water  thus  put  and  kept  in  circulation  by  the 
winds  would  be  followed  by  a  corresponding  change  of  hygrometrical  conditions,  which  would  draw  after 
it  permanent  changes  of  climate ;  and  that  permanent  changes  of  climate  would  involve  the  ultimate  well- 
being  of  myriads  of  organisms,  both  in  the  vegetable  and  animal  kingdoms. 

73.  The  quantity  of  moisture  that  the  atmosphere  keeps  in  circulation  is,  no  doubt,  just  that  quantity 
which  is  best  suited  to  the  well-being,  and  most  adapted  to  the  proper  development  of  the  vegetable  and 
animal  kingdoms ;  and  that  quantity  is  dependent  upon  the  arrangement  and  the  proportions  that  we  see  in 
nature  between  the  land  and  the"  water — between  mountain  and  desert,  river  and  sea.  If  the  seas  and 
evaporating  surfaces  were  changed,  and  removed  from  the  places  they  occupy  to  other  places,  the  principal 
places  of  precipitation  probably  would  also  be  changed ;  whole  families  of  plants  would  wither  and  die  for 
want  of  cloud  and  sunshine,  dry  and  wet,  in  proper  proportions  and  in  due  season ;  and,  with  the  blight  of 
plants,  whole  tribes  of  animals  would  also  perish.  Under  such  a  chance  arrangement,  man  would  no 
longer  be  able  to  rely  upon  the  early  and  the  latter  rain,  or  to  count  with  certainty  upon  the  rains  being 
sent  in  due  season  for  seed-time  and  harvest.  And  that  the  rain  will  be  sent  in  due  season,  we  are  assured 
from  on  high ;  and  when  we  recollect  who  it  is  that  "  sendeth"  it,  we  feel  the  conviction  strong  within  us 
that  He  that  sendeth  the  rain  has  the  winds  for  his  messengers;  and  that  they  may  do  his  bidding,  the  land 
and  the  sea  were  arranged,  both  as  to  position  and  relative  proportions,  where  they  are,  and  as  they  are. 

It  should  be  borne  in  mind  that  the  southeast  trade-winds,  after  they' rise  up  at  the  equator  (Plate 
XVIII.),  have  to  overleap  the  northeast  trade-winds.  Consequently,  they  do  not  touch  the  earth  until  near 
the  tropic  of  Cancer  (see  the  bearded  arrows,  Plate  IV.),  more  frequently  to  the  north  than  to  the  south  of 
it ;  but  for  a  part  of  every  year,  the  place  where  these  vaulting  southeast  trades  first  strike  the  earth,  after 
leaving  the  other  hemisphere,  is  very  near  this  tropic.  On  the  equatorial  side  of  it,  be  it  remembered,  the 
northeast  trade-winds  blow ;  on  the  polar  side,  what  were  the  southeast  trades,  and  what  are  now  the 
prevailing  southwesterly  winds  of  our  hemisphere,  prevail.  Now  examine  Plate  IV.,  and  it  will  be  seen 
that  the  upper  half  of  the  Ked  Sea  is  north  of  the  tropic  of  Cancer ;  the  lower  half  is  to  the  south  of  it ; 
that -the  latter  is  within  the  northeast  trade- wind  region;  the  former,  in  the  region  where  the  southwest 
passage  winds  are  the  prevailing  winds. 

74.  The  river  Tigris  is  probably  evaporated  from  the  upper  half  of  this  sea  by  these  winds ;  while 
the  northeast  trade-winds  take  up  from  the  lower  half  those  vapors  which  feed  the  Nile  with  rain,  and 
which  the  clouds  deliver  to  the  cold  demands  of  the  Mountains  of  the  Moon.    Thus  there  are  two  "  wind- 


&8  THE  WIND  AND  CURRENT  CHARTS. 

roads"  crossing  this  sea ;  to  the  windward  of  it,  each  road  runs  through  a  rainless  region ;  to  the  leeward, 
there  is,  in  each  case,  a  river  to  cross. 

The  Persian  Gulf  lies,  for  the  most  part,  in  the  track  of  the  southwest  winds ;  to  the  windward  of  the 
Persian  Gulf  is  a  desert ;  to  the  leeward,  the  river  Indus.  This  is  the  route  by  which  theory  would  require 
the  vapor  from  the  Eed  Sea  and  Persian  Gulf  to  be  conveyed;  and  this  is  the  direction  in  which  we  find 
indications  that  it  is  conveyed.  For  to  leeward  do  we  find,  in  each  case,  a  river,  telling  to  us,  by  signs  not 
to  be  mistaken,  that  it  receives  more  water  from  the  clouds  than  it  gives  back  to  the  winds. 

Is  it  not  a  curious  circumstance,  that  the  winds  which  travel  the  road  suggested  from  the  southern 
hemisphere  should,  when  they  touched  the  earth  on  the  polar  side  of  the  tropic  of  Cancer,  be  so  thirsty, 
more  thirsty,  much  more,  than  those  which  travel  on  either  side  of  their  path,  and  which  are  supposed  to 
have  come  from  southern  seas,  not  from  southern  lands  ? 

The  Mediterranean  has  to  give  those  winds  three  times  as  much  vapor  as  it  receives  from  them  (§71); 
the  Eed  Sea  gives  them  as  much  as  they  can  take,  and  receives  nothing  back  iu  return  but  a  little  dew ; 
the  Persian  Gulf  also  gives  more  than  it  receives.  What  becomes  of  the  rest?  Doubtless  it  is  given 
to  the  winds,  that  they  may  bear  it  off  to  distant  regions,  and  make  lands  fruitful,  that,  but  for  these 
sources  of  supply,  would  be  almost  rainless,  if  not  entirely  arid,  waste,  and  barren. 

These  seas  and  arms  of  the  ocean  now  present  themselves  to  the  mind  as  counterpoises  in  the  great 
hygrometrical  machinery  of  our  planet.  As  sheets  of  water  placed  where  they  are  to  balance  the  land  in 
the  trade-wind  region  of  South  America  and  South  Africa,  they  now  present  themselves.  "When  the 
foundations  of  the  earth  were  laid,  we  know  who  it  was  that  "  measured  the  waters  in  the  hollow  of  his 
hand,  and  meted  out  the  heavens  with  a  span,  and  comprehended  the  dust  of  the  earth  in  a  measure,  and 
weighed  the  mountains  in  scales,  and  the  hills  in  a  balance."  And  hence  we  know  also  that  they  are 
arranged  both  according  to  proportion  and  to  place. 

Here,  then,  we  see  harmony  in  the  winds,  design  in  the  mountains,  order  in  the  sea,  arrangement  in 
the  dust,  and  form  for  the  desert.  Here  are  signs  of  beauty  and  works  of  grandeur ;  and  we  may  now 
fancy  that,  in  this  exquisite  system  of  adaptations  and  compensations,  we  can  almost  behold,  in  the  Eed 
and  Mediterranean  Seas,  the  very  waters  that  were  held  in  the  hollow  of  the  Almighty  hand  when  he 
weighed  the  Andes  of  America,  and  balanced  the  hills  of  Africa  in  his  comprehensive  scales. 

In  that  great  inland  basin  of  Asia  which  holds  the  Caspian  Sea,  and  embraces  an  area  of  one  million 
and  a  half  of  geographical  square  miles,  we  see  the  water-surface  so  exquisitely  adjusted  that  it  is  just 
sufficient,  and  no  more,  to  return  to  the  atmosphere  as  vapor  exactly  as  much  moisture  as  the  atmosphere 
lends,  in  rain,  to  the  rivers  of  that  basin. 

Thus  we  are  entitled  to  regard  the  Mediterranean,  the  Eed  Sea,  and  Persian  Gulf  as  relays,  distributed 
along  the  route  of  these  thirsty  winds  from  the  continents  of  the  other  hemisphere,  to  supply  them  with 
vapors,  or  to  restore  to  them  that  which  they  have  left  behind  to  feed  the  sources  of  the  Amazon,  the 
Niger,  and  the  Congo. 

The  hypothesis  that  the  winds  from  South  Africa  and  America  do  take  the  course  through  Europe 


ON  THE  GEOLOGICAL  AGENCY  OF  THE  WINDS.  67 

and  Asia  which  I  have  marked  out  for  them  (Plate  IV .)i  ^^  supported  by  so  many  coincidences,  to  say  the 
least,  that  we  are  entitled  to  regard  it  as  probably  correct,  until  a  train  of  coincidences  as  striking  can  be 
adduced  to  show  that  such  is  not  the  case. 

Eeturning  once  more  to  a  consideration  of  the  geological  agency  of  the  winds  in  accounting  for  the 
depression  of  the  Dead  Sea,  we  now  see  the  fact  most  strikingly  brought  out  before  us,  that  if  the  Straits  of 
Gibraltar  were  to  be  barred  up,  so  that  no  water  could  pass  through  them,  we  should  have  a  great 
depression  of  water-level  in  the  Mediterranean.  Three  times  as  much  water  is  evaporated  from  that  sea  as 
is  returned  to  it  through  the  rivers.  A  portion  of  water  evaporated  from  it  is  probably  rained  down  and 
returned  to  it  through  the  rivers ;  but — supposing  it  to  be  barred  up — as  the  demand  upon  it  for  vapor 
would  exceed  the  supply  by  rains  and  rivers,  it  would  commence  to  dry  up.  As  it  sinks  down,  the  area 
exposed  for  evaporation  would  decrease,  and  the  supplies  to  the  rivers  would  diminish,  until  finally  there 
would  be  established  between  the  evaporation  and  precipitation  an  equilibrium,  as  in  the  Dead  and 
Caspian  Seas ;  but,  for  aught  we  know,  the  water-level  of  the  Mediterranean  might,  before  this  equilibrium 
were  attained,  have  reached  a  stage  far  below  that  of  the  Dead  Sea  level. 

The  Lake  Tadjura  is  now  in  the  act  of  attaining  such  an  equilibrium.  There  are  connected  with  it 
the  remains  of  a  channel  by  which  the  water  ran  into  the  sea;  but  the  surface  of  the  lake  is  now  five 
hundred  feet  below  the  sea-level,  and  it  is  salting  up.  If  not  in  the  Dead  Sea,  do  we  not,  in  the  valley  of 
this  lake,  find  outcropping  some  reason  for  the  question.  What  have  the  winds  had  to  do  with  the 
phenomena  before  us  ? 

The  winds,  in  this  sense,  are  geological  agents  of  great  power.  It  is  not  impossible  but  that  they  may 
afford  us  the  means  of  comparing,  directly,  geological  events  which  had  taken  place  in  one  hemisphere, 
with  geological  events  in  another :  e.  g.  the  tops  of  the  Andes  were  once  at  the  bottom  of  the  sea.  Which 
is  the  oldest  formation,  that  of  the  Dead  Sea  or  the  Andes  ?  If  the  former  be  the  older,  then  the  climate 
of  the  Dead  Sea  must  have  been  hygrometrically  very  different  from  what  it  now  is. 

In  regarding  the  winds  as  geological  agents,  we  can  no  longer  consider  them  as  the  type  of  instability. 
We  rather  behold  them  now  in  the  light  of  ancient  and  faithful  chroniclers,  which,  upon  being  rightly 
consulted,  will  reveal  to  us  truths  which  Nature  has  written  upon  their  wings  in  characters  as  legible  and 
enduring  as  she  has  ever  engraved  the  history  of  geological  events  upon  the  tablet  of  the  rock. 

75.  The  waters  of  Lake  Titicaca,  which  receives  the  drainage  of  the  great  inland  basin  of  the  Andes, 
are  only  brackish,  not  salt.  Hence  we  may  infer  that  this  lake  has  not  been  standing  long  enough  to 
become  brine,  like  the  waters  of  the  Dead  Sea ;  consequently,  it  belongs  to  a  more  recent  period.  On  the 
other  hand,  it  will  also  be  interesting  to  hear  that  my  friend.  Captain  Lynch,  informs  me  that,  in  his 
exploration  of  the  Dead  Sea,  he  saw  what  he  took  to  be  the  dry  bed  of  a  river  that  once  flowed  from  it. 
And  thus  we  have  two  more  links,  stout  and  strong,  to  add  to  the  circumstantial  evidence  going  to  sustain 
the  testimony  of  this  strange  and  fickle  witness,  which  I  have  called  up  from  the  sea  to  testify  in  this 
presence  concerning  the  works  of  Nature,  and  to  tell  us  which  be  the  older,  the  hoary-headed  Andes, 
watching  the  stars,  or  the  Dead  Sea,  sleeping  upon  its  ancient  beds  of  crystal  salt. 
8 


68  THE  WIND  AND  CUREENT  CHARTS. 


CHAPTEK   V. 


THE    EQUATORIAL    CLOUD-RING.* 


Equatorial  Doldrums,  |  76. — The  Offices  performed  by  Clouds  in  the  terrestrial  Economy,  78. — The  Barometer  and  Thermometer  under 
the  Cloud-ring,  79. — How  its  Vapors  are  brought  by  the  Trade-Winds,  81. — Breadth  of  the  Cloud-ring,  82. — How  it  would  appear 
if  seen  from  one  of  the  Planets,  83. — Observations  at  Sea  interesting,  84. 

76.  Seafaring  people  have,  as  if  by  common  consent,  divided  the  ocean  off  into  regions,  and  charac- 
terized them  according  to  the  winds:  e.  g.  there  are  the  trade-wind  regions,  the  variables,  the  horse  latitudes, 
the  "  doldrums,"  &c.  The  "  horse  latitudes"  are  the  belts  of  calms  and  light  airs  (§  7)  which  border  the 
polar  edge  of  the  northeast  trades.  They  were  so  called  from  the  circumstance  that  vessels  formerly 
bound  from  New  England  to  the  West  Indies,  with  a  deck  load  of  horses,  were  often  so  delayed  in  this 
calm  belt  of  Cancer,  that,  for  the  want  of  water  for  their  animals,  they  were  compelled  to  throw  a  portion 
of  them  overboard. 

The  equatorial  doldrums  is  another  of  these  calm  places  (§  9).  Besides  being  a  region  of  calms  and 
baffling  winds,  it  is  a  region  noted  for  its  rains  and  clouds,  which  make  it  one  of  the  most  oppressive  and 
disagreeable  places  at  sea.  The  emigrant  ships  from  Europe  for  Australia  have  to  cross  it.  They  are  often 
baffled  in  it  for  two  or  three  weeks ;  then  the  children  and  the  passengers  who  are  of  delicate  health  suffer 
most.    It  is  a  frightful  graveyard  on  the  way-side  to  that  golden  land. 

77.  A  vessel  bound  into  the  southern  hemisphere  from  Europe  or  America,  after  clearing  the  region 
of  variable  winds  and  crossing  the  "  horse  latitudes,"  enters  the  northeast  trades.  Here  the  mariner  finds 
the  sky  sometimes  mottled  with  clouds,  but  for  the  most  part  clear.  Here,  too,  he  finds  his  barometer 
rising  and  falling  under  the  ebb  and  flow  of  a  regular  atmospherical  tide,  which  gives  a  high  and  low 
barometer  every  day,  with  such  regularity,  that  the  time  of  day  within  a  few  minutes  may  be  told  by  it. 
The  rise  and  fall  of  this  tide,  measured  by  the  barometer,  amounts  to  about  one-tenth  (0.1)  of  an  inch,  and 
it  occurs  daily,  and  everywhere  between  the  tropics;  the  maximum  about  lOh.  30m.  A.M.,  the  minimum 
between  4h.  and  5h.  P.  M.,  with  a  second  maximum  and  minimum  about  10  P.  M.  and  5  A.  M.f  The 
diurnal  variation  of  the  needle  changes  also  with  the  turning  of  these  invisible  tides.  Continuing  his 
course  toward  the  equinoctial  line,  he  observes  his  thermometer  to  rise  higher  and  higher  as  he  approaches 
it;  at  last,  entering  the  region  of  equatorial  calms  and  rains,  he  feels  the  weather  to  become  singularly  close' 
and  oppressive ;  he  discovers  here  that  the  elasticity  of  feeling  which  he  breathed  from  the  trade-wind  air 
has  forsaken  him;  he  has  entered  the  doldrums,  and  is  under  the  "cloud-ring." 


*  Vide  Maury's  Physical  Geography  of  the  Sea. 

f  See  paper  on  Meteorological  Observations  in  India,  by  Colonel  Sykes,  Philosophical  Transactions  for  1850,  Part  II.  p.  297. 


THE  EQUATORIAL  CLOUD-EING.  59 

Escaping  from  this  gloomy  region,  and  entering  the  southeast  trades  beyond,  his  spirits  revive,  and 
he  turns  to  his  log-book  to  see  what  changes  are  recorded  there.  He  is  surprised  to  find  that,  notwith- 
standing the  oppressive  weather  of  the  rainy  latitudes,  both  his  thermometer  and  barometer  stood,  while  in 
them,  lower  than  in  the  clear  weather  on  either  side  of  them ;  that  just  before  entering  and  just  after 
leaving  the  rainy  parallels,  the  mercury  of  the  thermometer  and  barometer  invariably  stands  higher  than 
it  does  when  within  them,  even  though  they  include  the  equator.  In  crossing  the  equatorial  doldrums,  he 
has  passed  a  ring  of  clouds  that  encircles  the  earth. 

I  find  in  the  journal  of  the  late  Commodore  Arthur  Sinclair,  kept  on  board  the  United  States  frigate 
Congress  during  a  cruise  to  South  America  in  1817-18,  a  picture  of  the  weather  under  this  cloud-ring  that 
is  singularly  graphic  and  striking.  He  encountered  it  in  the  month  of  January,  1818,  between  the  parallel 
of  4°  north  and  the  equator,  and  between  the  meridians  of  19°  and  23°  west.     He  says  of  it: — 

"  This  is  certainly  one  of  the  most  unpleasant  regions  in  our  globe.  A  dense,  close  atmosphere,  except 
for  a  few  hours  after  a  thunder-storm,  during  which  time  torrents  of  rain  fall,  when  the  air  becomes  a  little 
refreshed  ;  but  a  hot,  glowing  sun  soon  heats  it  again,  and  but  for  your  awnings,  and  the  little  air  put  in 
circulation  by  the  continual  flapping  of  the  ship's  sails,  it  would  be  almost  insufferable.  No  person  who 
has  not  crossed  this  region  can  form  an  adequate  idea  of  its  unpleasant  effects.  You  feel  a  degree  of 
lassitude  unconquerable,  which  not  even  the  sea-bathing,  which  everywhere  else  proves  so  salutary  and 
renovating,  can  dispel.  Except  when  in  actual  danger  of  shipwreck,  I  never  spent  twelve  more  disagree- 
able days,  in  the  professional  part  of  my  life,  than  in  these  calm  latitudes. 

"  I  crossed  the  line  on  the  17th  of  January,  at  eight  A.  M.,  in  longitude  21°  20',  and  soon  found  I 
had  surmounted  all  the  difficulties  consequent  to  that  event ;  that  the  breeze  continued  to  freshen  and  draw 
round  to  the  south-southeast,  bringing  with  it  a  clear  sky  and  most  heavenly  temperature,  renovating  and 
refreshing  beyond  description.  Nothing  was  now  to  be  seen  but  cheerful  countenances,  exchanged,  as  by 
enchantment,  from  that  sleepy  sluggishness  which  had  borne  us  all  down  for  the  last  two  weeks." 

78.  One  need  not  go  to  sea  to  perceive  the  grand  work  which  the  clouds  perform  in  collecting  moisture 
from  the  crystal  vaults  of  the  sky,  in  sprinkling  it  upon  the  fields,  and  making  the  hills  glad  with  showers 
of  rain.  "Winter  and  summer,  "the  clouds  drop  fatness  upon  the  earth."  This  part  of  their  office  is 
obvious  to  all,  and  I  do  not  propose  to  consider  it  now.  But  the  sailor  at  sea  observes  phenomena  and 
witnesses  operations  in  the  terrestrial  economy  which  tell  him  that,  in  the  beautiful  and  exquisite  adjust- 
ments of  the  grand  machinery  of  the  atmosphere,  the  clouds  have  other  important  offices  to  perform  besides 
those  merely  of  dispensing  showers,  of  producing  the  rains,  and  of  weaving  mantles  of  snow  for  the 
protection  of  our  fields  in  winter.  As  important  as  are  these  offices,  the  philosophical  mariner,  as  he 
changes  his  sky,  is  reminded  that  the  clouds  have  commandments  to  fulfil,  which,  though  less  obvious,  are 
not  therefore  the  less  benign  in  their  influences,  or  the  less  worthy  of  his  notice.  He  beholds  them  at 
work  in  moderating  the  extremes  of  heat  and  cold,  and  in  mitigating  climates.  At  one  time  they  spread 
themselves  out;  they  cover  the  earth  as  with  a  mantle;  they  prevent  radiation  from  its  crust,  and  keep  it 
warm.    At  another  time,  they  interpose  between  it  and  the  sun;  they  screen  it  from  his  scorching  rays. 


60.  THE  WIND  AND  CURRENT  CHARTS. 

and  protect  the  tender  plants  from  his  heat,  the  land  from  the  drought ;  or,  like  a  garment,  they  over- 
shadow the  sea,  defending  its  waters  from  the  intense  forces  of  evaporation.  Having  performed  these 
offices  for  one  place,  they  are  evaporated  and  given  up  to  the  sunbeam  and  the  winds  again,  to  be  borne  on 
their  wings  away  to  other  places  which  stand  in  need  of  like  offices. 

Familiar  with  clouds  and  sunshine,  the  storm  and  the  calm,  and  all  the  phenomena  which  find  expres- 
sion in  the  physical  geography  of  the  sea,  the  right-minded  mariner,  as  he  contemplates  "the  cloud  without 
rain,"  ceases  to  regard  it  as  an  empty  thing ;  he  perceives  that  it  performs  many  important  offices ;  he 
regards  it  as  a  great  moderator  of  heat  and  cold — as  a  ."  compensation"  in  the  atmospherical  mechanism, 
which  makes  the  performance  of  the  grand  machine  perfect. 

Marvellous  are  the  offices  and  wonderful  is  the  constitution  of  the  atmosphere.  Indeed,  I  know 
of  no  subject  more  fit  for  profitable  thought  on  the  part  of  the  truth-loving,  knowledge-seeking-student, 
be  he  seaman  or  landsman,  than  that  afforded  by  the  atmosphere  and  its  offices.  Of  all  parts  of  the 
physical  machinery,  of  all  the  contrivances  in  the  mechanism  of  the  universe,  the  atmosphere,  with  its 
offices  and  its  adaptations,  appears  to  me  to  be  the  most  wonderful,  sublime,  and  beautiful.  lu  its 
construction,  the  perfection  of  knowledge  is  involved.  The  perfect  man  of  Uz,  in  a  moment  of 
inspiration,  thus  demands  of  his  comforters:  "But  where  shall  wisdom  be  found,  and  where  is  the  place 
of  understanding?  The  depth  saith,  It  is  not  in  me;  and  the  sea  saith.  It  is  not  with  me.  It  cannot  be 
gotten  for  gold,  neither  shall  silver  be  weighed  for  the  price  thereof.  No  mention  shall  be  made  of  coral 
or  of  pearls,  for  the  price  of  wisdom  is  above  rubies, 

"Whence,  then,  cometh  wisdom,  and  where  is  the  place  of  understanding?  Destruction  and  Death 
say,  "We  have  heard  the  fame  thereof  with  our  ears. 

"God  understandeth  the  way  thereof,  and  he  knoweth  the  place  thereof;  for  he  looketh  to  the  ends  of 
the  earth,  and  seeth  under  the  whole  heaven ;  to  mahe  the  weight  for  the  ivinch ;  and  he  weigheth  the  waters 
by  measure.  When  he  made  a  decree  for  the  rain,  and  a  way  for  the  lightning  of  the  thunder ;  then  did 
he  see  it,  and  declare  it;  he  prepared  it,  yea,  and  searched  it  out."* 

When  the  pump-maker  came  to  ask  Galileo  to  explain  how  it  was  that  his  pump  would  not  lift  water 
higher  than  thirty-two  feet,  the  philosopher  thought,  but  was  afraid  to  say,  it  was  owing  to  the  "  weight  of 
the  winds ;"  and  though  the  fact  that  the  air  has  weight  is  here  so  distinctly  announced,  philosophers  never 
knew  it  until  within  comparatively  a  recent  period,  and  then  it  was  proclaimed  by  them  as  a  great 
discovery.  Nevertheless,  the  fact  was  set  forth  as  distinctly  in  the  book  of  Nature  as  it  is  in  the  book  of 
Eevelation;  for  the  infant,  in  availing  itself  of  atmospherical  pressure  to  suck  the  milk  from  its  mother's 
breast,  unconsciously  proclaimed  it. 

79.  Both  the  thermometer  and  the  barometer  (§  77)  stand  lower  under  this  cloud-ring  than  they  do 
on  either  side  of  it.  After  having  crossed  it,  and  referred  to  the  log-book  to  refresh  his  mind  as  to 
the  observations  there  entered  with  regard  to  it,  the  attentive  navigator  may  perceive  how  this  belt  of 


*  Job,  chapter  xxviii. 


THE  EQUATOBIAL   CLOUD-BING.  61 

clouds,  by  screening  tlie  parallels  over  whicli  he  may  liave  found  it  to  hang,  from  the  sun's  rays,  not 
only  promotes  the  precipitation  whicli  takes  place  within  these  parallels  at  certain  periods,  but  how,  also,  the 
rains  are  made  to  change  the  places  upon  which  they  are  to  fall ;  and  how,  by  travelling  with  the  calm  belt 
of  the  equator  up  and  down  the  earth,  this  cloud-ring  shifts  the  surface  from  which  the  heating  rays  of  the 
sun  are  to  be  excluded ;  and  how,  by  this  operation,  tone  is  given  to  the  atmospherical  circulation  of  the 
world,  and  vigor  to  its  vegetation. 

Having  travelled  with  the  calm  belt  to  the  north  or  south,  the  cloud-ring  leaves  the  sky  about 
the  equator  clear;  the  rays  of  the  torrid  sun  pour  down  upon  the  crust  of  the  earth  there,  and 
raise  its  temperature  to  a  scorching  heat.  The  atmosphere  dances,  and  the  air  is  seen  trembling  in 
ascending  and  descending  columns,  with  busy  eagerness  to  conduct  the  heat  off  and  deliver  it  to  the 
regions  aloft,  where  it  is  required  to  give  momentum  to  the  air  in  its  general  channels  of  circulation. 
The  dry  season  continues;  the  sun  is  vertical;  and,  finally,  the  earth  becomes  parched  and  dry;  the  heat 
accumulates  faster  than  the  air  can'carry  it  away;  the  plants  begin  to  wither,  and  the  animals  to  perish. 
Then  comes  the  mitigating  cloud-ring.  The  burning  rays  of  the  sun  are  intercepted  by  it.  The 
place  for  the  absorption  and  reflection,  and  the  delivery  to  the  atmosphere  of  the  solar  heat,  is 
changed;  it  is  transferred  from  the  upper  surface  of  the  earth  to  the  upper  surface  of  the  clouds. 

Eadiation  from  the  land  and  the  sea  below  the  cloud-belt  is  thus  interrupted,  and  the  excess  of  heat 
in  the  earth  is  delivered  to  the  air,  and  by  absorption  carried  up  to  the  clouds,  and  there  transferred  to 
their  vapors  to  prevent  excess  of  precipitation. 

In  the  mean  time,  the  trade-winds  north  and  south  are  pouring  into  this  cloud-covered  receiver,  as  the 
calm  and  rain-belt  of  the  equator  may  be  called,  fresh  supplies  in  the  shape  of  ceaseless  volumes  of  heated 
air  loaded  to  saturation  with  vapor,  which  has  to  rise  above  and  get  clear  of  the  clouds  before  it  can 
commence  the  process  of  cooling  by  radiation.  In  the  mean  time,  also,  the  vapors  which  the  trade-winds 
bring  from  the  north  and  the  south,  expanding  and  growing  cooler  as  they  ascend,  are  being  c(5ndensed  on 
the  lower  side  of  the  cloud  stratum,  and  their  latent  heat  is  set  free,  to  check  precipitation  and  prevent  a 
flood. 

While  this  process  and  these  operations  are  going  on  upon  the  nether  side  of  the  cloud-ring,  one  not 
less  important  is  going  on  upon  the  upper  side.  There,  from  sunrise  to  sunset,  the  rays  of  the  sun  are 
pouring  down  without  intermission.  Every  day  and  all  day  long,  they  operate  with  ceaseless  activity 
upon  the  upper  surface  of  the  cloud  stratum.  When  they  become  too  powerful,  and  convey  more  heat  to 
the  cloud  vapors  than  the  cloud  vapors  can  reflect  and  give  ofi"  to  the  air  above  them,  then,  with  a 
beautiful  elasticity  of  character,  the  clouds  absorb  the  surplus  heat.  They  melt  away,  become  invisible, 
and  retain,  in  a  latent  and  harmless  state,  until  it  is  wanted  at  some  other  place  and  on  some  other 
occasion,  the  heat  thus  imparted. 

We  thus  have  an  insight  into  the  operations  which  are  going  on  in  the  equatorial  belt  of  precipitation, 
and  this  insight  is  sufficient  to  enable  us  to  perceive  that  exquisite  indeed  are  the  arrangements  which 
Nature  has  provided  for  supplying  this  calm  belt  with  heat,  and  for  pushing  the  snow-line  there  high  up 


62  THE  WIND  AND  CUEKENT  CHARTS. 

above  the  clouds,  in  order  that  the  atmosphere  may  have  room  to  expand,  to  rise  up,  overflow,  and  course 
back  into  its  channels  of  healthful  circulation.  As  the  vapor  is  condensed  and  formed  into  drops  of  rain, 
a  twofold  object  is  accomplished — coming  from  the  cooler  regions  of  the  clouds,  the  rain-drops  are  cooler 
than  the  air  and  earth  below;  they  descend,  and  by  absorption  take  up  the  heat  which  has  been 
accumulating  in  the  earth's  crust  during  the  dry  season,  and  which  cannot  now  escape  by  radiation.  Thus 
this  cloud-ring  modifies  the  climate  of  all  places  beneath  it;  overshadowing,  at  different  seasons,  all 
parallels  from  5°  south  to  15°  north. 

In  the  process  of  condensation,  these  rain-drops,  on  the  other  hand,  have  set  free  a  vast  quantity  of 
latent  heat,  which  has  been  gathered  up  with  the  vapor  from  the  sea  by  the  trade-winds  and  brought 
hither.  The  caloric  thus  liberated  is  taken  by  the  air  and  carried  up  aloft  still  further,  to  keep,  at  the 
proper  distance  from  the  earth,  the  line  of  perpetual  congelation.  Were  it  possible  to  trace  a  thermal 
curve  in  the  upper  regions  of  the  air  to  represent  this  line,  we  should  no  doubt  find  it  mounting  sometimes 
at  the  equator,  sometimes  on  this  side,  and  sometimes  on  that  of  it,  but  always  so  mounting  as  to  overleap 
this  cloud-ring.  This  thermal  line  would  not  ascend  always  over  the  same  parallels:  it  would  ascend  over 
those  between  which  this  ring  happens  to  be ;  and  the  distance  of  this  ring  from  the  equator  is  regulated 
according  to  the  seasons. 

If  we  imagine  the  atmospherical  equator  to  be  always  where  the  calm  belt  is  which  separates  the 
northeast  from  the  southeast  trade-winds,  then  the  loop  in  the  thermal  curve,  which  should  represent  the 
line  of  perpetual  congelation  in  the  air,  would  be  always  found  to  stride  this  equator;  and  it  may  be 
supposed  that  a  thermometer,  kept  sliding  on  the  surface  of  the  earth  so  as  always  to  be  in  the  middle  of 
this  rain-belt,  would  show  very  nearly  the  same  temperature  all  the  year  round ;  and  so,  too,  would  a 
barometer  the  same  pressure. 

80.  Eeturning,  and  taking  up  the  train  of  contemplation  as  to  the  office  which  this  belt  of  clouds,  as 
it  encircles  the  earth,  performs  in  the  system  of  oceanic  adaptations,  we  may  see  that  the  cloud-ring  and 
calm  zone  which  it  overshadows  perform  the  office  both  of  ventricle  and  auricle  in  the  immense  atmo- 
spherical heart,  where  the  heat  and  the  forces  which  give  vitality  and  power  to  the  system  are  brought 
into  play — where  dynamical  strength  is  gathered,  and  an  impulse  given  to  the  air  sufficient  to  send  it 
thence  through  its  long  and  tortuous  channels  of  circulation. 

Thus  this  ring,  or  band,  or  belt  of  clouds,  is  stretched  around  our  planet  to  regulate  the  quantity  of 
precipitation  in  the  rain-belt  beneath  it;  to  preserve  the  due  quantum  of  heat  on  the  face  of  the  earth;  to 
adjust  the  winds;  and  send  out  for  distribution  to  the  four  corners,  vapors  in  proper  quantities  to  make  up 
to  each  river-basin,  climate,  and  season,  its  quota  of  sunshine,  cloud,  and  moisture.  Like  the  balance-wheel 
of  a  well-constructed  chronometer,  this  cloud-ring  affords  the  grand  atmospherical  machine  the  most 
exquisitely  arranged  self-compensation.  If  the  sun  fail  in  his  supply  of  heat  to  this  region,  more  of  its 
vapors  are  condensed,  and  heat  is  discharged  from  its  latent  store-houses  in  quantities  just  sufficient  to 
keep  the  machine  in  the  most  perfect  compensation.  If,  on  the  other  hand,  too  much  heat  be  found  to 
accompany  the  rays  of  the  sun,  as  they  impinge  upon  the  upper  circumference  of  this  belt,  then,  again,  on 


TUE   EQUATORIAL   CLOUD-KING.  •  63 

that  side,  are  the  means  of  self-compensation  ready  at  hand ;  so  much  of  the  cloud-surface  as  may  be 
requisite  is  then  resolved  into  invisible  vapor — the  vessels  wherein  the  surplus  heat  from  the  sun  is  stored 
away  and  held  in  the  latent  state  until  it  is  called  for — when  instantly  it  is  set  free,  and  becomes  an  obvious 
aud  active  agent  in  the  grand  design. 

That  the  thermometer  stands  invariably  lower  (§  79)  beneath  this  cloud-belt  than  it  does  on  either  side 
of  it,  has  not,  so  far  as  my  researches  are  concerned,  been  made  to  appear  by  actual  observation,  for  the 
observations  in  my  possession  have  not  yet  been  fully  discussed  concerning  the  temperature  of  the  air. 
But  that  the  temperature  of  the  air  at  the  surface  under  this  cloud-ring  is  lower,  is  a  theoretical  deduction 
as  susceptible  of  demonstration  as  is  the  rotation  of  the  earth  on  its  axis.  Indeed,  Nature  herself  has  hung 
a  thermometer  under  this  cloud-belt  that  is  more  perfect  than  any  that  man  can  construct,  and  its  indi- 
cations are  not  to  be  mistaken. 

81.  "Where  do  the  vapors  which  form  this  cloud-ring,  and  which  are  here  condensed  and  poured  down 
into  the  sea  as  rain,  come  from?  They  come  from  the  trade- wind  regions  (§  15);  under  the  cloud-ring 
they  rise  up ;  as  they  rise  up,  they  expand ;  and  as  they  expand,  they  grow  cool,  form  clouds,  then  are 
condensed  into  rains ;  moreover,  it  requires  no  mercurial  instrument  of  human  device  to  satisfy  us  that  the 
air  which  brings  the  vapor  for  these  clouds  cannot  take  it  up  and  let  it  down  at  the  same  temperature. 
Precipitation  and  evaporation  are  the  converse  of  each  other ;  and  the  same  air  cannot  precipitate  and 
evaporate,  take  up  and  let  down  water,  at  one  and  the  same  temperature.  As  the  temperature  of  the  air 
is  raised,  its  capacity  for  receiving  and  retaining  water  in  the  state  of  vapor  is  increased ;  as  the  tem- 
perature of  the  air  is  lessened,  its  capacity  for  retaining  that  moisture  is  diminished.  These  are  physical 
laws,  and  therefore,  when  we  see  water  dripping  from  the  atmosj^here,  we  need  no  instrument  to  tell  us 
that  the  elasticity  of  the  vapor  so  condensed,  and  falling  in  drops,  is  less  than  was  its  elasticity  when  it  was 
taken  up  from  the  surface  of  the  ocean  as  water,  and  went  up  into  the  clouds  as  vapor. 

Hence  we  infer  that,  when  the  vapors  of  sea  water  are  condensed,  the  heat  which  was  necessary  to 
sustain  them  in  the  vapor  state,  and  which  was  borrowed  from  the  ocean,  is  parted  with,  and  that  therefore 
they  were  subjected,  in  the  act  of  condensation,  to  a  lower  temperature  than  they  were  in  the  act  of 
evaporation.  Ceaseless  precipitation  goes  on  under  this  cloud-ring.  Evaporation  under  it  is  suspended 
almost  entirely.  We  know  that  the  trade-winds  encircle  the  earth ;  that  they  blow  perpetually  ;  that  they 
come  from  the  north  and  the  south,  and  meet  each  other  near  the  equator ;  therefore  we  infer  that  this  line 
of  meeting  extends  around  the  world.  By  the  rainy  seasons  of  the  torrid  zone  we  can  trace  the  declination 
of  this  cloud-ring  stretched  like  a  girdle  round  about  the  earth ;  it  travels  up  and  down  the  ocean  as  from 
north  to  south  and  back. 

82.  It  is  broader  than  the  belt  of  calms  out  of  which  it  rises.  As  the  air,  with  its  vapors,  rises  up  in 
this  calm  belt  and  ascends,  these  vapors  are  condensed  into  clouds  (§  81),  and  this  condensation  is  followed 
by  a  turgid  intumescence,  which  causes  the  clouds  to  overflow  the  calm  belt,  as  it  were,  both  to  the  north 
and  the  south.  The  air  flowing  off  m  the  same  direction  assumes  the  character  of  winds  that  form  the 
upper  currents  that  are  counter  (Plate  II.)  to  the  trade-winds.    These  currents  carry  the  clouds  still  further 


64  THE   WIND  AND   CURRENT  CHARTS. 

to  the  north  and  south,  and  thus  make  the  cloud-ring  broader.  At  least,  we  infer  such  to  be  the  case,  for 
the  rains  are  found  to  extend  out  into  the  trade-winds,  and  often  to  a  considerable  distance  both  to  the 
north  and  the  south  of  the  calm  belt. 

83.  Were  this  cloud-ring  luminous,  and  could  it  be  seen  by  an  observer  from  one  of  the  planets,  it 
would  present  to  him  an  appearance  not  unlike  the  rings  of  Saturn  do  to  us.  Such  an  observer  would 
remark  that  this  cloud-ring  of  the  earth  has  a  motion  contrary  to  that  of  the  axis  of  our  planet  itself — that 
while  the  earth  was  revolving  rapidly  from  west  to  east,  he  would  observe  the  cloud-ring  to  go  slowly,  but 
only  relatively,  from  east  to  west.  As  the  winds  which  bring  the  cloud-vapor  to  this  region  of  calms  rise 
Tip  with  it,  the  earth  is  slipping  from  under  them ;  and  thus  the  cloud-ring,  though  really  moving  from 
west  to  east  with  the  earth,  goes  relatively  slower  than  the  earth,  and  would  therefore  appear  4o  require  a 
longer  time  to  complete  a  revolution. 

But,  unlike  the  rings  of  Saturn  through  the  telescope,  the  outer  surface,  or  the  upper  side  to  us,  of 
this  cloud-ring  would  appear  exceedingly  jagged,  rough,  and  uneven. 

The  rays  of  the  sun,  playing  upon  this  peak  and  then  upon  that  of  the  upper  cloud-surface,  melt  away 
one  set  of  elevations  and  create  another  set  of  depressions.  The  whole  stratum  is,  it  may  be  imagined,  in 
the  most  turgid  state;  it  is  in  continued  throes  when  viewed  from  above;  the  heat  which  is  liberated  from 
below  in  the  process  of  condensation,  the  currents  of  warm  air  ascending  from  the  earth,  and  of  cool 
descending  from  the  sky,  all,  we  may  well  conceive,  tend  to  keep  the  upper  cloud-surface  in  a  perpetual 
state  of  agitation,  upheaval,  and  depression. 

Imagine,  in  such  a  cloud-stratum,  an  electrical  discharge  to  take  place ;  the  report,  being  caught  up  by 
the  cloud-ridges  above,  is  passed  from  peak  to  peak,  and  repeated  from  valley  to  valley,  until  the  last  echo 
dies  away  in  the  mutterings  of  the  distant  thunder.  How  often  do  we  hear  the  voice  of  the  loud  thunder 
rumbling  and  rolling  away  above  the  cloud -surface,  like  the  echo  of  artillery  discharged  among  the  hills! 

Hence  we  perceive  or  infer  that  the  clouds  intercept  the  progress  of  sound,  as  well  as  of  light  and 
heat,  through  the  atmosphere,  and  that  this  upper  surface  is  often  like  Alpine  regions,  which  echo  back 
and  roll  along  with  rumbling  noise  the  mutterings  of  the  distant  thunder. 

84.  It  is  by  trains  of  reasoning  like  this  that  we  are  continually  reminded  of  the  interest  which 
attaches  to  the  observations  which,  the  mariner  is  called  on  to  make.  There  is  no  expression  uttered  by 
Nature  which  is  unworthy  of  our  most  attentive  consideration — for  no  physical  fact  is  too  bald  for 
observation — and  mariners,  by  registering  in  their  logs  the  kind  of  lightning,  whether  sheet,  forked,  or 
streaked,  and  the  kind  of  thunder,  whether  rolling,  muttering,  or  sharp,  may  be  furnishing  facts  which  will 
throw  much  light  on  the  features  and  character  of  the  clouds  in  different  latitudes  and  seasons.  Physical 
facts  are  the  language  of  Nature,  and  every  expression  uttered  by  her  is  worthy  of  our  most  attentive 
consideration. 


THE   SAJ.TS  OF  THE  SKA.  65 


CHAPTER  VI. 

THE    SALTS    OF    THE    SEA* 

What  the  Salt  in  Sea  Water  has  to  do  witli  Currents,  g  85. — Coral  Islands,  87.— What  would  be  the  EfiFect  of  no  System  of  Circulation  for 
Sea  Water?  88. — Its  Components,  89. — The  principal  Agents  from  which  Dynamical  Force  in  the  Sea  is  derived,  90. — Sea  and 
Fresh  Water  have  different  Laws  of  Expansion,  95. — The  Gulf  Stream  could  not  exist  in  a  Sea  of  Fresh  Water,  96. — The  Effect  of 
Evaporation  in  producing  Currents,  97.— How  the  Polar  Sea  is  supplied  with  Salt,  101.— The  Influence  of  under  Currents  upon 
opeu  Water  in  the  Frozen  Ocean,  102. — The  Influence  exerted  by  Shell-fish  upon  Currents,  103.— They  assist  in  regulating 
Climates,  104. — How  Sea  Shells  and  Salts  act  as  Compensations  in  the  Machinery  by  which  Oceanic  Circulation  is  conducted,  105. 
— Whence  come  the  Salts  of  the  Sea  ?  106. 

85.  In  order  to  comprehend  aright  the  currents  of  the  sea,  and  to  study  with  advantage  its  physical 
adaptations,  it  is  necessary  to  understand  the  efl'ects  produced  by  the  salts  of  the  sea  upon  the  equilibrium 
of  its  waters ;  for  wherever  equilibrium  be  destroyed,  whether  in  the  air  or  water,  it  is  restored  by  motion, 
and  motion  among  fluid  particles  gives  rise  to  currents,  which,  in  turn,  constitute  circulation. 

The  question  is  often  asked,  "  Why  is  the  sea  salt  ?"  I  think  it  can  be  shown  that  the  circulation  of 
the  ocean  depends,  in  a  great  measure,  upon  the  salts  of  sea  water;  certainly  its  influences  upon  climate 
are  greatly  extended  by  reason  of  its  saltness. 

As  a  general  rule,  the  sea  is  nearly  of  a  uniform  degree  of  saltness,  and  the  constituents  of  sea  water 
are  as  constant  in  their  proportions  as  are  the  components  of  the  atmosphere.  It  is  true  that  we  sometimes 
come  across  arms  of  the  sea,  or  places  in  the  ocean,  where  we  find  the  water  more  salt  or  less  salt  than  sea 
water  is  generally;  but  this  circumstance  is  due  to  local  causes  of  easy  explanation.  For  instance,  when 
we  come  to  an  arm  of  the  sea,  as  the  Red  Sea,  upon  which  it  never  rains,  and  from  which  the  atmosphere 
is  continually  abstracting,  by  evaporation,  fresh  water  froTn  the  salt,  we  may  naturally  expect  to  find  a 
greater  proportion  of  salt  in  the  sea  water  that  remains  than  we  do  near  the  mouth  of  some  great  river,  as 
the  Amazon,  or  in  the  regions  of  constant  j)recipitation,  or  other  parts  where  it  rains  more  than  it 
evaporates.  Therefore  we  do  not  find  sea  water  from  all  parts  of  the  ocean  actually  of  the  same  degree  of 
saltness,  yet  we  do  find,  as  in  the  case  of  the  Red  Sea,  sea  water  that  is  continually  giving  ofl'  to  evaporation 
fresh  water  in  large  quantities :  nevertheless,  for  such  water  there  is  a  degree,  and  a  very  moderate  degree, 
of  saltness  which  is  a  maximum;  and  we  moreover  find  that,  though  the  constituents  of  sea  water,  like 
those  of  the  atmosphere,  are  not  for  every  place  invariably  the  same  as  to  their  proportions,  yet  they  are 
the  same,  or  nearly  the  same,  as  to  their  character. 

When,  therefore,  we  take  into  consideration  the  fact  that,  as  a  general  rule,  sea  water  is,  with  the 


*  Vide  Maury's  Physical  Geography  of  the  Sea.     Harper  and  Brothers,  New  York. 

9 


QQ  THE  WIKD  AND  CURRENT  CITARTS. 

exceptions  above  stated,  everywhere  and  always  the  same,  and  that  it  can  only  be  made  so  by  beino-  well 
shaken  together,  we  i5nd  grounds  on  which  to  base  the  conjecture  that  the  ocean  has  its  system  of 
circulation,  which  is  probably  as  complete  and  not  less  wonderful  than  is  the  circulation  of  blood  through 
the  human  system. 

In  order  to  investigate  the  currents  of  the  sea,  and  to  catch  a  glimpse  of  the  laws  by  which  the 
circulation  of  its  waters  is  governed,  hypothesis,  in  the  present  meagre  state  of  absolute  knowledge  with 
regard  to  the  subject,  seems  to  be  as  necessary  to  progress  as  is  a  corner-stone  to  a  building.  To  make 
progress  with  such  investigations,  we  want  something  to  build  upon.  In  the  absence  of  facts,  we  are 
sometimes  permitted  to  suppose  them ;  only,  in  supposing  them,  we  should  take  not  only  the  possible,  but 
the  probable ;  and  in  making  the  selection  of  the  various  hypotheses  which  are  suggested,  we  are  bound  to 
prefer  that  one  by  which  the  greatest  number  of  phenomena  can  be  reconciled.  When  we  have  found, 
tried,  and  offered  such  an  one,  we  are  entitled  to  claim  for  it  a  respectful  consideration,  at  least  until  we 
discover  it  leading  us  into  some  palpable  absurdity,  or  until  some  other  hypothesis  be  suggested  which 
will  account  equally  as  well,  but  for  a  greater  number  of  phenomena.  Then,  as  honest  searchers  after 
truth,  we  should  be  ready  to  give  up  the  former,  to  adopt  the  latter,  and  to  try  it  until  some  other,  better 
than  either  of  the  two,  be  offered. 

86.  AVith  this  understanding,  I  venture  to  offer  an  hypothesis  with  regard  to  the  agency  of  the  salts 
or  solid  matter  of  the  sea  in  imparting  dynamical  force  to  the  waters  of  the  ocean,  and  to  suggest  that  one 
of  the  purposes  which,  in  the  grand  design,  it  was  probably  intended  to  accomplish  by  having  the  sea 
salt,  and  not  fresh,  was  to  impart  to  its  waters  the  forces  and  powers  necessary  to  make  their  circulation 
complete. 

In  the  first  place,  we  do  but  conjecture  wheii  -we  say  that  there  is  a  set  of  currents  in  the  sea  by  which 
its  waters  are  conveyed  from  place  to  place  with  regularity,  certainty,  and  order.  But  this  conjecture 
appears  to  be  founded  on  reason;  for  if  we  take  a  sample  of  water  which  shall  fairly  represent,  in  the 
proportion  of  its  constituents,  the  average  water  of  the  Pacific  Ocean,  and  analyze  it,  and  if  we  do  the 
same  by  a  similar  sample  from  the  Atlantic,  we  shall  find  the  analysis  of  the  one  to  resemble  that  of  the 
other  as  closely  as  though  the  two  samples  had  been  taken  from  the  same  bottle  after  having  been  well 
shaken.  How,  then,  shall  we  account  for  this,  unless  upon  the  supposition  that  sea  water  from  one  part  of 
the  world  is,  in  the  process  of  time,  brought  into  contact  and  mixed  up  with  sea  water  from  all  other  parts 
of  the  world?  Agents,  therefore,  it  would  seem,  are  at  work,  which  shake  up  the  waters  of  the  sea  as 
though  they  were  in  a  bottle,  and  which,  in  the  course  of  time,  mingle  those  that  are  in  one  part  of  the 
ocean  with  those  that  are  in  another  as  thoroughly  and  completely  as  it  is  possible  for  man  to  do  in  a 
vessel  of  his  own  construction. 

This  fact,  as  to  uniformity  of  components,  appears  to  call  for  the  hypothesis  that  sea  water  which 
to-day  is  in  one  part  of  the  ocean,  will,  in  the  process  of  time,  be  found  in  another  part  the  most  remote. 
It  must,  therefore,  be  carried  about  by  currents ;  and  as  these  currents  have  their  offices  to  perform  in  the 
terrestrial  economy,  they  probably  do  not  flow  by  chance,  but  in  obedience  to  physical  laws ;  they  no 


THK  SALTS  OF  THE  SEA.  67 

doubt,  therefore,  maintain  the  order  and  preserve  the  harmony  which  characterize  every  department  of 
God's  handiwork,  upon  the  threshold  of  which  man  has  as  yet  been  permitted  to  stand,  to  observe,  and  to 
comprehend. 

87.  Nay,  having  reached  this  threshold,  and  taken  a  survey  of  the  surrounding  ocean,  we  are  ready 
to  assert,  with  all  the  confidence  of  knowledge,  that  the  sea  has  a  system  of  circulation  for  its  waters.  We 
rest  this  assertion  upon  our  faith  in  the  physical  adaptations  with  which  the  sea  is  invested.  Take,  for 
example,  the  coral  islands,  reefs,  beds,  and  atolls  with  which  the  Pacific  Ocean  is  studded  and  garnished. 
They  were  built  up  of  materials  which  a  certain  kind  of  insect  quarried  from  the  sea  water.  The  currents 
of  the  sea  ministered  to  this  little  insect — they  were  its  hod  carriers ;  when  fresh  supplies  of  solid  matter 
were  wanted  for  the  coral  rock  upon  which  the  foundations  of  the  Polynesian  Islands  were  laid,  they 
brought  them;  the  obedient  currents  stood  ready  with  fresh  supplies  in  unfailing  streams  of  sea  water 
from  which  the  solid  ingredients  had  not  been  secreted.  Now,  unless  the  currents  of  the  sea  had  been 
employed  to  carry  off  from  this  insect  the  waters  that  had  been  emptied  by  it  of  their  lime,  and  to  bring 
to  it  others  charged  with  more,  it  is  evident  the  little  creature  would  have  perished  for  want  of  food  long 
before  its  task  was  half  completed.  But  for  currents,  it  would  have  been  impaled  in  a  nook  of  the  very 
drop  of  water  in  which  it  was  spawned ;  for  it  would  have  soon  secreted  the  lime  contained  in  this  drop 
of  water,  and  then,  without  the  ministering  aid  of  currents  to  bring  it  more,  it  would  have  perished  for 
the  want  of  food  for  itself  and  materials  for  its  edifice  ;  and  thus,  but  for  the  benign  currents  which  took 
this  exhausted  water  away,  there  we  perceive  this  emptied  drop  would  have  remained,  not  only  as  the 
grave  of  the  little  architect,  but  as  a  monument  in  attestation  of  the  shocking  monstrosity  that  there  had 
been  a  failure  in  the  sublime  system  of  terrestrial  adaptations — that  the  sea  had  not  been  adapted  by  its 
Creator  to  the  well-being  of  all  its  inhabitants.  Now  we  do  know  that  its  adaptations  are  suited  to  all  the 
wants  of  every  one  of  its  inhabitants — to  the  wants  of  the  coral  insect  as  well  as  to  those  of  the  whale. 
Hence  we  say  ive  know  that  the  sea  has  its  system  of  circulation,  for  it  transports  materials  for  the  coral 
rock  from  one  part  of  the  world  to  another;  its  currents  receive  them  from  the  rivers,  and  hand  them  over 
to  the  little  mason  for  the  structure  of  the  most  stupendous  works  of  solid  masonry  that  man  has  ever 
seen — the  coral  islands  of  the  sea. 

And  thus,  by  a  process  of  reasoning  which  is  perfectly  philosophical,  we  are  irresistibly  led  to 
conjecture  that  there  are  regular  and  certain,  if  not  appointed  channels,  through  which  the  water  travels 
from  one  part  of  the  ocean  to  another,  and  that  those  channels  belong  to  an  arrangement  which  may  make, 
and,  for  aught  we  know  to  the  contrary,  which  does  make  the  system  of  oceanic  circulation  as  complete, 
as  perfect,  and  as  harmonious  as  is  that  of  the  atmosphere  or  the  blood.  Every  drop  of  water  in  the  sea 
is  as  obedient  to  law  and  order  as  are  the  members  of  the  heavenly  host  in  the  remotest  regions  of  space. 
For  when  the  morning  stars  sang  together,  "  the  waves  also  lifted  up  their  voice"  in  the  almighty  anthem  ; 
and  doubtless,  therefore,  the  harmony  in  the  depths  of  the  ocean  is  in  tune  with  that  which  comes  from  the 
spheres  above.  We  cannot  doubt  it ;  for,  were  it  not  so — were  there  no  channels  of  circulation  from  one 
ocean  to  another,  and  if,  accordingly,  the  waters  of  the  Atlantic  were  confined  to  the  Atlantic,  or  if  the 

X 


68  THE  WIND  AND  CURRENT  CHARTS. 

waters  of  the  arms  and  seas  of  the  Atlantic  were  confined  to  those  arms  and  seas,  and  had  no  channels  of 
circulation  by  which  they  could  pass  out  into  the  ocean,  and  traverse  different  latitudes  and  climates— if 
this  were  so,  then  the  machinery  of  the  ocean  would  be  as  incomplete  as  that  of  a  watch  without  a  balance- 
wheel  ;  for  the  waters  of  these  arms  and  seas  would,  as  to  their  constituents,  become,  in  the  process  of  time, 
very  different  from  the  sea  waters  in  other  parts  of  the  world,  and  their  inhabitants  would  perish  for  the 
want  of  brine  of  the  right  strength,  or  of  water  of  the  right  temperature. 

88.  For  instance,  take  the  Bed  Sea  and  the  Mediterranean  by  way  of  illustration.  Upon  the  Eed  Sea' 
there  is  no  precipitation ;  it  is  a  rainless  region ;  not  a  river  runs  down  to  it,  not  a  brook  empties  into  it ; 
therefore  there  is  no  process  by  which  the  salts  and  washings  of  the  earth,  which  are  taken  up  and  held  in^ 
solution  by  rain  or  river  water,  can  be  brought  down  into  the  Eed  Sea.  Its  salts  come  from  the  ocean ; 
and  the  air  takes  up  from  it,  in  the  process  of  evaporation,  fresh  water,  leaving  behind  all  the  solid  matter 
which  this  sea  holds  in  solution. 

On  the  other  hand,  numerous  rivers  discharge  into  the  Mediterranean,  some  of  which  are  filtered 
through  soils  and  among  minerals  which  yield  one  kind  of  salts  or  soluble  matter,  another  river  runs 
through  a  limestone  or  volcanic  region  of  country,  and  brings  down  in  solution  solid  matter — it  may  be 
common  salt,  sulphate  or  carbonate  of  lime,  magnesia,  soda,  potash,  or  iron— either  or  all  may  be  in  its 
waters.  Still,  the  constituents  of  sea  water  from  the  Mediterranean  and  of  sea  water  from  the  Eed  Sea  are 
quite  the  same.  But  the  waters  of  the  Dead  Sea  have  no  connection  with  those  of  the  ocean;  they  are 
CHt  off  from  its  channels  of  circulation,  and  are  therefore  quite  different,  as  to  their  components,  from  any 
arm,  frith,  or  gulf  of  the  broad  ocean.     Its  inhabitants  are  also  different  from  those  of  the  high  seas. 

89.  "  The  solid  constituents  of  sea  water  amount  to  about  3  J  per  cent,  of  its  weight,  or  nearly  half  an 
ounce  to  the  pound.  Its  saltness  may  be  considered  as  a  necessary  result  of  the  present  order  of  things. 
Elvers  which  are  constantly  flowing  into  the  ocean  contain  salts,  varying  from  ten  to  fifty,  and  even  one 
hundred  grains  per  gallon.  Tliey  are  chiefly  common  salt,  sulphate  and  carbonate  of  lime,  magnesia,  soda, 
potash,  and  iron ;  and  these  are  found  to  constitute  the  distinguishing  characteristics  of  sea  water.  The 
water  which  evaporates  from  the  sea  is  nearly  pure,  containing  but  very  minute  traces  of  salts.  Falling  as 
rain  upon  the  land,  it  washes  the  soil,  percolates  through  the  rocky  layers,  and  becomes  charged  with, 
saline  substances,  which  are  borne  seaward  by  the  returning  currents.  The  ocean,  therefore,  is  the  great 
depository  of  everything  that  water  can  dissolve  and  carry  down  from  the  surface  of  the  continents ;  and, 
as  there  is  no  channel  for  their  escape,  they  of  course  consequently  accumulate." —  YeomarCs  Cliemistry. 

"  The  case  of  the  sea,"  says  Fownes,  "  is  but  a  magnified  representation  of  what  occurs  in.  every  lake 
into  which  rivers  flow,  but  from  which  there  is  no  outlet  except  by  evaporation.  Such  a  lake  is  invariably. 
a  salt  lake.  It  is  impossible  that  it  can  be  otherwise ;  and  it  is  curious  to  observe  that  this  condition 
diiMippears  when  an  artificial  outlet  is  produced  for  the  waters." 

How,  therefore,  shall  we  account  for  this  sameness  of  compound,  this  structure  of  coral  (§  87),  this 
stability  as  to  animal  life  in  the  sea,  but  upon  the  supposition  of  a  general  system  of  circulation  in  the 
ocean,  by  which,  in  process  of  time,  water  from  one  part  is  conveyed  to  another  part  the  most  remote,  and 

/ 


THE   SALTS   OF   THE   SEA.  OV 

by  which  a  general  interchange  and  commingling  of  the  waters  take  place?  In  like  manner,  the 
constituents  of  the  atmosphere,  whether  it  be  analyzed  at  the  equator  or  the  poles,  are  the  same.  By 
cutting  off  and  shutting  up  from  the  general  channels  of  circulation  any  portion  of  sea  water,  as  in  the 
Dead  Sea,  or  of  atmospheric  air,  as  in  mines  or  wells,  we  can  easily  fill  either  with  gases  or  other  matter 
that  shall  very  much  affect  its  character,  or  alter  the  proportion  of  its  ingredients,  and  affect  the  health  of 
its  inhabitants. 

90.  The  principal  agents  that  are  supposed  to  be  concerned  in  giving  circulation  to  the  atmosphere, 
and  in  preserving  the  ratio  among  its  components,  are  light,  heat,  electricity,  and  magnetism.  But  with 
regard  to  the  sea,  it  is  not  known  what  office  is  performed  by  electricity  and  magnetism,  in  giving 
dynamical  force  to  its  waters  in  their  system  of  circulation.  The  chief  motive  power  from  which  marine 
currents  derive  their  velocity  has  been  ascribed  to  heat;  but  a  close  study  of  the  agents  concerned  has 
suggested  that  an  important — nay,  a  powerful  and  active  agency  in  the  system  of  oceanic  circulation  is 
derived  from  the  salts  of  the  sea  water,  through  the  instrumentality  of  the  winds,  of  marine  plants,  and 
animals.    These  give  the  ocean  great  dynamical  force. 

91.  Let  us,  for  the  sake  of  illustrating  and  explaining  this  force,  suppose  the  sea  in  all  its  parts — in 
its  depths  and  at  the  surface,  at  the  equator  and  about  the  poles — to  be  of  one  uniform  temperature,  and 
to  be  all  of  fresh  water;  and,  moreover,  that  there  be  neither  wind  to  disturb  its  surface,  nor  tides  nor 
rains  to  raise  the  level  in  this  part,  or  to  depress  it  in  that.  In  this  case,  there  would  be  nothing  of  heat 
to  disturb  its  equilibrium,  and  there  would  be  no  motive  power  (§  85)  to  beget  currents,  or  to  set  the 
water  in  motion  by  reason  of  the  difference  of  level  or  of  specific  gravity  due  to  water  at  different 
densities  and  temperatures. 

Now  let  us  suppose  the  winds,  for  the  first  time  since  the  creation,  to  commence  to  blow  upon  this 
quiescent  sea,  and  to  ruffle  its  surface ;  they,  by  tlieir  force,  would  create  partial  surface  currents,  and  thus 
agitating  the  waters  to  a  certain  depth,  would  give  rise  to  a  feeble  and  partial  aqueous  circulation  in  the 
supposed  sea  of  fresh  water. 

92..  This,  then,  is  one  of  the  sources  whence  power  is  given  to  the  system  of  oceanic  eirculation ;  but, 
though  a  feeble  one,  it  is  one  which  exists  in  reality,  and,  therefore,  need  not  be  regarded  as  hypothetical. 

Let  us  next  call  in  evaporation  and  precipitation,  with  heat  and  cold — more  powerful  agents. 
Suppose  the  evaporation  to  commence  from  this  imaginary  fresh-water  ocean,  and  to  go  on  as  it  does  from 
the  seas  as  they  are.  In  those  regions,  as  in  the  trade-wind  regions,  where  evaporation  is  in  excess  of 
precipitation  (§  23),  the  general  level  of  this  supposed  sea  would  be  altered,  and,  immediately,  as  much 
water  as  is  carried  off  by  evaporation  would  commence  to  flow  in  from  north  and  south  toward  the 
trade-wind  or  evaporating  region,  to  restore  the  level. 

93.  On  the  other  hand,  the  winds  have  taken  this  vapor,  borne  it  off  to  the  extra-tropical  regions,  and 
precipitated  it  (§  28),  we  will  suppose,  where  precipitation  is  in  excess  of  evaporation.  Here  is  another 
alteration  of  sea  level  by  elevation  instead  of  by  depression ;  and  hence  we  have  the  motive  power  for  a 
surface  current  from  each  pole  toward  the  equator,  the  object  of  which  is  only  to  supply  the  demand  for 

\ 


70  THE   WIND  AND   CUKKENT   CIIAKTS. 

evaporation  in  the  trade- wind  regions — demand  for  evaporation  being  taken  here  to  mean  tlie  difference 
between  evaporation  and  precipitation  for  any  part  of  the  sea. 

94.  Now  imagine  this  sea  of  uniform  temperature  (§  91)  to  be  suddenly  stricken  with  the  invisible 
■wand  of  heat  and  cold,  and  its  waters  brought  to  the  various  temperatures  at  which  they  at  this  instant 
are  standing.  This  change  of  temperature  would  make  a  change  of  specific  gravity  in  the  waters,  which 
would  destroy  the  equilibrium  of  the  whole  ocean,  upon  which  a  set  of  currents  would  immediately 
commence  to  flow,  viz:  a  current  of  cold  and  heavy  water  to  the  warm,  and  a  current  of  warm  and 
lighter  to  the  cold. 

The  motive  power  of  tliese  would  be  difference  of  specific  gravity  due  difference  of  temperature  in 
fresh  water. 

95.  We  have  now  traced  (§§  92  and  94)  the  effect  of  two  agents,  which,  in  a  sea  of  fresh  water,  would 
tend  to  create  currents,  and  to  beget  a  system  of  aqueous  circulation ;  but  a  set  of  currents  and  a  system 
of  circulation  which,  it  is  readily  perceived,  would  be  quite  different  from  those  which  we  find  in  the  salt 
sea.  One  of  these  agents  would  be  employed  (§  93)  in  restoring,  by  means  of  one  or  more  polar  currents, 
the  water  that  is  taken  from  one  part  of  the  ocean  by  evaporation,  and  deposited  in  another  by 
precipitation.  The  other  agent  would  be  employed  in  restoring,  by  the  forces  due  difference  of  specific 
gravity  (§  94),  the  equilibrium,  which  has  been  disturbed  by  heating,  and  of  course  expanding,  the  waters 
of  the  torrid  zone  on  one  hand,  and  by  cooling,  and  consequently  contracting,  those  of  the  frigid  zone  on 
the  other.  This  agency  would,  if  it  were  not  modified  by  others,  find  expression  in  a  system  of  currents 
and  counter-currents,  or  rather  in  a  set  of  surface  currents  of  warm  and  light  water  from  the  equator 
toward  the  poles,  and  in  another  set  of  under  currents  of  cooler,  dense,  and  heavy  water  from  the  poles 
toward  the  equator. 

Such,  keeping  out  of  view  the  influence  of  the  winds,  which  we  may  suppose  would  be  the  same, 
whether  the  sea  were  salt  or  fresh,  would  be  the  system  of  oceanic  circulation  were  the  sea  all  of  fresh 
water.  But  fresh  water,  in  cooling,  begins  to  expand  near  the  temperature  of  40°,  and  expands  more  and 
more  till  it  reaches  the  freezing  point,  and  ceases  to  be  fluid.  This  law  of  expansion  by  cooling  would 
impart  a  peculiar  feature  to  the  system  of  oceanic  circulation  were  the  waters  all  fresh,  which  it  is  not 
necessary  to  notice  further  than  to  say  it  cannot  exist  in  seas  of  salt  water,  for  salt  water  contracts  as  its 
temperature  is  lowered  to  its  freezing  point.  Hence,  in  consequence  of  its  salts,  changes  of  temperature 
derive  increased  power  to  disturb  the  equilibrium  of  the  ocean. 

96.  If  this  train  of  reasoning  be  good,  we  may  infer  that,  in  a  system  of  oceanic  circulation,  the  dyna- 
mical force  to  be  derived  from  difference  of  temperature,  where  the  waters  are  all  fresh,  would  be  quite 
feeble;  and  that,  were  the  sea  not  salt,  we  should  probably  have  no  such  current  in  it  as  the  Gulf  Stream. 

So  far  we  have  been  reasoning  hypothetically,  to  show  what  would  be  the  chief  agents,  exclusive  of 
the  winds,  in  disturbing  the  equilibrium  of  the  ocean  were  its  waters  fresh  and  not  salt.  And  whatever 
disturbs  equilibrium  there,  may  be  regarded  as  the  primum  mobile  in  any  system  of  marine  currents. 

Let  us  now  proceed  another  step  in  the  process  of  explaining  and  illustrating  the  effect  of  the  salts  of 


THE  SALTS  OF  THE  SEA.  71 

the  sea  in  the  system  of  oceanic  circulation.  To  this  end,  let  us  suppose  this  imaginary  ocean  of  fresh 
water  suddenly  to  become  that  which  we  have,  viz :  an  ocean  of  salt  water,  which  contracts  as  its 
temperature  is  lowered  (§  96)  till  it  reaches  28°  or  thereabout. 

97.  Let  evaporation  now  commence  in  the  trade-wind  region,  as  it  was  supposed  to  do  (§  92)  in  the 
case  of  the  fresh-water  seas,  and  as  it  actually  goes  on  in  nature — and  what  takes  place  ?  Why,  a 
lowering  of  the  sea  level,  as  before.  But  as  the  vapor  of  salt  water  is  fresh,  or  nearly  so,  fresh  water  only 
is  taken  up  from  the  ocean;  that  which  remains  behind  is  therefore  more  salt.  Thus,  while  the  level  is 
lowered  in  the  salt  sea,  the  equilibrium  is  destroyed  because  of  the  saltness  of  the  water ;  for  the  water  that 
remains  after  the  evaporation  takes  place  is,  on  account  of  the  solid  matter  held  in  solution,  specifically 
heavier  than  it  was  before  any  portion  of  it  was  converted  into  vapor. 

The  vapor  is  taken  from  the  surface  water ;  the  surface  water  thereby  becomes  more  salt,  and,  under 
certain  conditions,  heavier;  when  it  becomes  heavier,  it  sinks;  and  hence  we  have,  due  to  the  salts  of  the 
sea,  a  vertical  circulation,  viz :  a  descent  of  heavier — because  salter  and  cooler — water  from  the  surface, 
and  an  ascent  of  water  that  is  lighter — because  it  is  not  so  salt — from  the  depths  below. 

98.  This  vapor,  then,  which  is  taken  up  from  the  evaporating  regions  (§  23),  is  carried  by  the  winds 
through  their  channels  of  circulation,  and  poured  back  into  the  ocean  where  the  regions  of  precipitation 
are ;  and  by  the  regions  of  precipitation  I  mean  those  parts  of  the  ocean,  as  in  the  polar  basins,  where  the 
ocean  receives  more  fresh  water  in  the  shape  of  rain,  snow,  &c.,  than  it  returns  to  the  atmosphere  in  the 
shape  of  vapor. 

In  the  precipitating  regions,  therefore,  the  level  is  destroyed,  as  before  explained,  by  elevation ;  and 
in  the  evaporating  regions,  by  depression ;  which,  as  already  stated  (§  93),  gives  rise  to  a  system  of  surface 
currents,  moved  by  gravity  alone,  from  the  poles  toward. the  equator. 

But  we  are  now  considering  the  effects  of  evaporation  and  precipitation  in  giving  impulse  to  the 
circulation  of  the  ocean  where  its  waters  are  salt. 

The  fresh  water  that  has  been  taken  from  the  evaporating  regions  is  deposited  upon  those  of 
precipitation,  which,  for  illustration  merely,  we  will  locate  in  the  north  polar  basin.  Among  the  sources  of 
supply  of  fresh  water  for  this  basin,  we  must  include  not  only  the  precipitation  which  takes  place  over  the 
basin  itself,  but  also  the  amount  of  fresh  water  discharged  into  it  by  the  rivers  of  the  great  hydrographical 
basins  of  Arctic  Europe,  Asia,  and  America. 

This  fresh  water,  being  emptied  into  the  Polar  Sea,  and  agitated  by  the  winds,  becomes  mixed  with 
the  salt;  but,  as  the  agitation  of  the  sea  by  the  winds  extends  to  no  great  depth  (§  91),  it  is  only  the  upper 
layer  of  salt  water,  and  that  to  a  moderate  depth,  which  becomes  mixed  with  the  fresh.  The  specific 
gravity  of  this  upper  layer,  therefore,  is  diminished  just  as  much  as  the  specific  gravity  of  the  sea  water  in 
the  evaporating  regions  was  increased.  And  thus  we  have  a  surface  current  of  saltish  water  from  the 
poles  toward  the  equator,  and  an  under  current  of  water,  salter  and  heavier,  from  the  equator  to  the  poles. 
This  under  current  supplies,  in  a  great  measure,  the  salt  which  the  upper  current,  freighted  with  fresh 
water  from  the  clouds  and  rivers,  carries  back. 


fi  THE  WIND  AND  CURRENT  CHARTS. 

Thus  it  is  to  the  salts  of  the  sea  that  we  owe  that  feature  in  the  system  of  oceanic  circulation  which 
causes  an  under  current  to  flow  from  the  Mediterranean  into  the  Atlantic,  and  another  from  the  Eed  Sea 
into  the  Indian  Ocean.  And  it  is  evident,  since  neither  of  these  seas  is  salting  up,  that  just  as  much,  or 
nearly  just  as  much  salt  as  the  under  current  brings  out,  just  so  much  the  upper  currents  carry  in. 

We  now  begin  to  perceive  what  a  powerful  impulse  is  derived  from  the  salts  of  the  sea  in  giving 
effective  and  active  circulation  to  its  waters. 

99.  Hence  we  infer  that  the  currents  of  the  sea,  by  reason  of  its  saltness,  attain  their  maximum  of 
volume  and  velocity.  Hence,  too,  we  infer  that  the  transportation  of  warm  water  from  the  equator 
toward  the  frozen  regions  of  the  poles,  and  of  cold  water  from  the  frigid  toward  the  torrid  zone,  is 
facilitated ;  and  consequently  here,  in  the  saltness  of  the  sea,  have  we  not  an. agent  by  which  climates  are 
mitigated — by  which  they  are  softened  and  rendered  much  more  salubrious  than  it  would  be  possible  for 
them  to  be  were  the  waters  of  the  ocean  deprived  of  this  property  of  saltness  ? 

This  property  of  saltness  imparts  to  the  waters  of  the  ocean  another  peculiarity,  by  which  the  sea  is 
still  better  adapted  for  the  regulation  of  climates,  and  it  is  this:  by  evaporating  fresh  water  from  the  salt  in 
the  tropics,  the  surface  water  becomes  heavier  than  the  average  of  sea  water  (§  24).  This  heavy  water  is 
also  warm  water;  it  sinks,  and  being  a  good  retainer,  but  a  bad  conductor  of  heat,  this  warm  water  is 
employed  in  transporting  through  under  currents  heat  for  the  mitigation  of  climates  in  far-distant 
regions.  Now  this,  also,  is  a  property  which  a  sea  of  fresh  water  could  not  have.  Let  the  winds  take  up 
their  vapor  from  a  sheet  of  fresh  water,  and  that  at  the  bottom  is  not  disturbed,  for  there  is  no  change  in 
the  specific  gravity  of  that  at  the  surface  by  which  that  at  the  bottom  may  be  brought  to  the  top ;  but  let 
evaporation  go  on,  though  never  so  gentl}',  from  salt  water,  and  the  specific  gravity  of  that  at  the  top  will 
soon  be  so  changed  as  to  bring  that  from  the  very  lowest  depths  of  the  sea  speedily  to  the  top. 

If  these  inferences  as  to  the  influence  of  the  salts  upon  the  currents  of  the  sea  be  correct,  the  same 
cause  which  produces  an  under  current  from  the  Mediterranean,  and  an  under  current  from  the  Eed  Sea 
into  the  ocean,  should  produce  an  under  current  from  the  ocean  into  the  north  polar  basin.  In  each  case, 
the  hypothesis  with  regard  to  the  part  performed  by  the  salt,  in  giving  vigor  to  the  system  of  oceanic 
circulation,  requires  that,  counter  to  the  surface  current  of  water  with  less  salt,  there  should  be  an  under 
current  of  water  with  more  salt  in  it. 

That  such  is  the  case  with  regard  both  to  the  Mediterranean  and  the  Eed  Sea,  is  amply  shown  in 
other  parts  of  this  work,  and  abundantly  proved  by  other  observers. 

100.  That  there  is  a  constant  current  setting  out  of  the  Arctic  Ocean  through  Davis's  and  other  straits 
thereabout,  which  connect  it  with  the  Atlantic  Ocean,  is  generally  admitted.  Lieutenant  De  Haven, 
United  States  Navy,  when  in  command  of  the  American  expedition  in  search  of  Sir  John  Franklin,  was 
frozen  up  with  his  vessels  in  the  main  channel  of  Wellington  Straits;  and  during  the  nine  months  that  he 
was  so  frozen,  his  vessels,  holding  their  place  in  the  ice,  were  drifted  with  it  bodily  for  more  than  a 
thousand  miles  toward  the  south. 

The  ice  in  which  they  were  bound  was  of  sea  water,  and  the  currents  by  which  they  were  drifted 


THE   SALTS   OF  THE   SEA.  78 

were  of  sea  water — only,  it  may  be  supposed,  the  latter  were  not  quite  so  salt  as  the  sea  water  generally  is. 
The  same  phenomenon  is  repeated  in  the  Sound,  where  (§  113)  an  under  current  of  salt  water  runs  in,  and 
an  upper  current  of  brackish  water  (§§  135  and  142)  runs  out. 

Then,  since  there  is  salt  always  flowing  out  of  the  north  polar  basin,  we  infer  that  there  must  be  salt 
always  flowing  into  it,  else  it  would  either  become  fresh,  or  the  whole  Atlantic  Ocean  would  be  finally 
silted  up  with  salt. 

It  might  be  supposed,  were  there  no  evidence  to  the  contrary,  that  this  salt  was  supplied  to  the  polar 
seas  from  the  Atlantic  around  North  Gape,  and  from  the  Pacific  through  Behring's  Straits,  and  through  no 
other  channels. 

101.  But,  fortunatel3^  Arctic  voyagers,  who  have  cruised  in  the  direction  of  Davis's  Straits,  have 
afforded  us,  by  their  observations,  proof  positive  as  to  the  fact  of  this  other  source  for  supplying  the  polar 
seas  with  salt.  They  tell  us  of  an  under  current  setting  from  the  Atlantic  toward  the  polar  basin.  They 
describe  huge  icebergs,  witli  tops  high  up  in  the  air,  and  of  course  the  bases  of  which  extend  far  down  into 
the  depths  of  the  ocean,  ripping  and  tearing  their  way,  with  terrific  force  and  awful  violence,  through  the 
surface  ice  or  against  a  surface  current,  on  their  way  into  the  polar  basin. 

Passed  Midshipman  S.  P.  Griffin,  who  commanded  the  brig  Ee-scue  in  the  American  searching 
expedition  after  Sir  John  Franklin,  informs  me  that,  on  one  occasion,  the  two  vessels  were  endeavoring  to 
warp  up  to  the  northward,  in  or  near  Wellington  Channel,  against  a  strong  surface  current,  which  of 
course  was  setting  to  the  sonth ;  and  that  while  so  engaged,  an  iceberg,  with  its  top  many  feet  above  the 
water,  came  "drifting  up"  from  the  south,  and  passed  by  them  "like  a  shot."  Although  they  were 
stemming  a  surface  current  against  both  the  berg  and  themselves,  such  was  the  force  and  velocity  of  the 
under  current,  that  it  carried,  the  berg  to  the  northward  faster  than  the  crew  could  warp  the  vessel  against 
a  surface  but  counter-current. 

Captain  Duncan,  master  of  the  English  whale-ship  Dundee,  says,  at  page  76  of  his  interesting  little 
narrative : — * 

^^  December  18  (1826).  It  was  awful  to  behold  the  immense  icebergs  working  their  way  to  the 
northeast  from  us,  and  not  one  drop  of  water  to  be  seen;  they  were  working  themselves  right  through  the 
middle  of  the  ice." 

And  again,  at  page  92,  &c. : — 

''February  23.  Latitude  68°  37'  north,  longitude  about  63°  west. 

"  The  dreadful  apprehensions  that  assailed  us  yesterday,  by  the  near  approach  of  the  iceberg,  were 
this  day  most  awfully  verified.  About  three  P.  M.,  the  iceberg  came  in  contact  with  our  floe,  and  in  less 
than  one  minute  it  broke  the  ice ;  we  were  frozen  in  quite  close  to  the  shore ;  the  floe  was  shivered  to 
pieces  for  several  miles,  causing  an  explosion  like  an  earthquake,  or  one  hundred  pieces  of  heavy  ordnance 
fired  at  the  same  moment.    The  iceberg,  with  awful  but  majestic  grandeur  (in  height  and  dimensions 


*  Arctic  Regions ;  Voyage  to  Davis's  Straits,  by  Dorea  Duncan,  Master  of  ship  Dundee,  1826,  1827. 
10 


74  THE  WIND  AND  CURRENT  CHARTS. 

resembling  a  vast  mountain),  came  almost  up  to  our  stern,  and  every  one  expected  it  would  have  run  over 
the  ship 

"The  iceberg,  as  before  observed,  came  up  very  near  to  the  stern  of  our  ship ;  the  intermediate  space 
between  the  berg  and  the  vessel  was  filled  with  heavy  masses  of  ice,  which,  though  they  had  been  pre- 
viously broken  by  the  immense  weight  of  the  berg,  were  again  formed  into  a  compact  body  by  its  pressure. 
The  berg  was  drifting  at  the  rate  of  about  four  knots,  and  by  its  force  on  the  mass  of  ice,  was  pushing  the 
ship  before  it,  as  it  appeared,  to  inevitable  destruction." 

"i^e6.  24.  The  iceberg  still  in  sight,  but  driving  away  fast  to  the  northeast." 

"i^e&.  25.  The  iceberg,  that  so  lately  threatened  our  destruction,  had  driven  completely  out  of  sight  to 
the  northeast  from  us." 

Now,  then,  whence,  unless  from  the  difference  of  specific  gravity  due  sea  water  of  different  degrees  of 
saltness,  can  we  derive  a  motive  power  with  force  sufficient  to  give  such  tremendous  masses  of  ice  such  a 
velocity  ? 

102.  What  is  the  temperature  of  this  under  current?  Be  that  what  it  may,  it  is  probably  above  the 
freezing  point  of  sea  water.  Suppose  it  to  be  at  32°.  (Break  through  the  ice  in  the  northern  seas,  and 
the  temperature  of  the  surface  water  is  always  28°.  At  least  Lieutenant  De  Haven  so  found  it  in  his  long 
imprisonment,  and  it  may  be  supposed  that,  as  it  was  with  him,  so  it  generally  is.)  Assuming,  then,  the 
water  of  the  surface  current  which  runs  out  with  the  ice  to  be  all  at  28°,  we  observe  that  it  is  not  unreason- 
able to  suppose  that  the  water  of  the  under  current,  inasmuch  as  it  comes  from  the  south,  and  therefore 
from  warmer  latitudes,  is  probably  not  so  cold ;  and  if  it  bo  not  so  cold,  its  temperature,  before  it  comes 
out  again,  must  be  reduced  to  28°,  or  whatever  be  the  average  temperature  of  the  outer  but  surface 
current. 

Moreover,  if  it  be  true,  as  some  philosophers  have  suggested,  that  there  is  in  the  depths  of  the  ocean 
a  line  from  the  equator  to  the  poles  along  which  the  water  is  of  the  same  temperature  all  the  way,  then 
the  question  may  be  asked,  Should  we  not  have  in  the  depths  of  the  ocean  a  sort  of  isothermal  floor,  as  it 
were,  on  the  upper  side  of  which  all  the  changes  of  temperature  are  due  to  agents  acting  from  above,  and 
on  the  lower  side  of  which,  the  changes,  if  any,  are  due  to  agents  acting  from  below? 

This  under  polar  current  water,  then,  as  it  rises  to  the  top,  and  is  brought  to  the  surface  by  the 
agitation  of  the  sea  in  the  Arctic  regions,  gives  out  its  surplus  heat  and  warms  the  atmosphere  there  till 
the  temperature  of  this  warm  under  current  water  is  lowered  to  the  requisite  degree  for  going  out  on  the 
surface.     Hence  the  water-sky  of  those  regions. 

And  the  heat  that  it  loses  in  falling  from  its  normal  temperature,  be  that  what  it  may,  till  it  reaches 
the  temperature  of  28°,  is  so  much  caloric  set  free  in  the  polar  regions,  to  temper  the  air  and  mitigate  the 
climate  there.  Now  is  not  this  one  of  those  modifications  of  climate  which  may  be  fairly  traced  back  to 
the  effect  of  the  saltness  of  the  sea  in  giving  energy  to  its  circulation  ? 

Moreover,  if  there  be  a  deep  sea  in  the  polar  basin,  which  serves  as  a  receptacle  for  the  waters 
brought  into  it  by  this  under  current,  which,  because  it  comes  from  toward  the  equatorial  regions,  comes 


THE  SALTS  OF  THE  SEA.  75 

from  a  milder  climate,  and  is  therefore  warmer,  we  can  easily  imagine  why  there  might  be  an  open  sea  in 
ther  polar  regions — why  Lieutenant  De  Haven,  in  his  instructions,  was  directed  to  look  for  it ;  and  why 
both  he  and  Captain  Penny,  of  one  of  the  English  searching  vessels,  found  it  there. 

And  in  accounting  for  this  polynia,  we  see  that  its  existence  is  not  only  consistent  with  the  hypothesis 
with  which  we  set  out,  touching  a  perfect  system  of  oceanic  circulation,  but  that  it  may  be  ascribed,  in  a 
great  degree,  at  least,  if  not  wholly,  to  the  effect  produced  by  the  salts  of  the  sea  upon  the  mobility  and 
circulation  of  its  waters. 

Here,  then,  is  an  office  which  the  sea  performs  in  the  economy  of  the  universe  by  virtue  of  its  saltness 
and  which  it  could  not  perform  were  its  waters  altogether  fresh.  And  thus  philosophers  have  a  clew  placed 
in  their  hands  which  will  probably  guide  them  to  one  of  the  many  hidden  reasons  that  are  embraced  in  the 
true  answer  to  the  question,  "  Why  is  the  sea  salt?" 

103.  "We  find  in  sea  water  other  matter  besides  common  salt.  Lime  is  dissolved  by  the  rains  and  the 
rivers,  and  emptied  in  vast  quantities  into  the  ocean.  Out  of  it,  coral  islands  and  coral  reefs  of  great 
extent — marl-beds,  shell-banks,  and  infusorial  deposits  of  enormous  magnitude  have  been  constructed  by 
the  inhabitants  of  the  deep.  These  creatures  are  endowed  with  the  power  of  secreting,  apparently  for  their 
own  purposes  only,  solid  matter,  which  the  waters  of  the  sea  hold  in  solution.  But  this  power  was  given 
to  them  that  they  also  might  fulfil  the  part  assigned  them  in  the  economy  of  the  universe.  For  to  them, 
probably,  has  been  allotted  the  important  office  of  assisting  in  giving  circulation  to  the  ocean,  of  helping 
to  regulate  the  climates  of  the  earth,  and  of  preserving  the  purity  of  the  sea. 

The  better  to  comprehend  how  such  creatures  may  influence  currents  and  climates,  let  us  suppose  the 
ocean  to  be  perfectly  at  rest — that,  throughout,  it  is  in  a  state  of  complete  equilibrium — that,  with  the 
exception  of  those  tenants  of  the  deep  which  have  the  power  of  extracting  from  it  the  solid  matter  held  in 
solution,  there  is  no  agent  in  nature  capable  of  disturbing  that  equilibrium — and.  that  all  these  fish,  &c., 
have  suspended  their  secretions,  in  order  that  this  state  of  a  perfect  aqueous  equilibrium  and  repose 
throughout  the  sea  might  be  attained 

In  this  state  of  things — the  waters  of  the  sea  being  in  perfect  equilibrium — a  single  mollusk  or  coral- 
line, wo  will  suppose,  commences  his  secretions,  and  abstracts  from  the  sea  water  (§  87)  solid  matter  for 
his  coll.  In  that  act,  this  animal  has  destroyed  the  equilibrium  of  the  whole  ocean,  for  the  specific  gravity 
of  that  portion  of  water  from  which  this  solid  matter  has  been  extracted  is  altered.  Having  lost  a  portion 
of  its  solid  contents,  it  has  become  specifically  lighter  than  it  was  before;  it  must,  therefore,  give  place  to 
the  pressure  which  the  heavier  water  exerts  to  push  it  aside  and  to  occupy  its  place,  and  it  must  consequently 
travel  about  and  mingle  with  the  waters  of  the  other  parts  of  the  ocean  until  its  proportion  of  solid  matter 
is  returned  to  it,  and  until  it  attains  the  exact  degree  of  specific  gravity  due  sea  water  generally. 

How  much  solid  matter  does  the  whole  host  of  marine  plants  and  animals  abstract  from  sea  water 
daily?  Is  it  a  thousand  pounds  or  a  thousand  millions  of  tons?  No  one  can  say.  But,  whatever  be  its 
weight,  it  is  so  much  of  the  power  of  gravity  applied  to  the  dynamical  forces  of  the  ocean.  And  this 
power  is  derived  from  the  salts  of  the  sea,  through  the  agency  of  sea-shells  and  other  marine  animals,  that 


<6  THE  WIXD  AND  CURRENT  CHARTS. 

of  tliemselves  scarcely  possess  the  power  of  locomotion.     Yet  they  have  power  to  put  the  whole  sea  ia 
motion,  from  the  equator  to  the  poles,  and  from  top  to  bottom. 

Those  powerful  and  strange  equatorial  currents  (§  121),  which  navigators  tell  us  they  encounter  in 
the  Pacific  Ocean,  to  what  are  they  due?  Coming  from  sources  unknown,  they  are  lost  in  the  midst  of 
the  ocean.  They  are  due,  no  doubt,  to  some  extent,  to  the  effects  of  precipitation  and  evaporation,  and  the 
change  of  heat  produced  thereby.  But  we  have  yet  to  inquire,  How  far  may  they  be  due  to  the  derange- 
ment of  equilibrium  arising  from  the  change  of  specific  gravity  caused  by  the  secretions  of  the  myriads  of 
marine  animals  that  are  continually  at  work  in  those  parts  of  the  ocean?  These  abstract  from  sea  water 
solid  matter  enough  to  build  continents  of.  And,  also,  we  have  to  inquire  as  to  the  extent  to  which 
equilibrium  in  the  sea  is  disturbed  by  the  salts  which  evaporation  leaves  behind. 

Thus,  when  we  consider  the  salts  of  the  sea  in  one  point  of  view,  we  see  the  winds  and  the  marine 
animals  operating  upon  the  waters,  and,  in  certain  parts  of  the  ocean,  deriving  from  the  solid  contents  of 
the  same  those  very  principles  of  antagonistic  forces  which  hold  the  earth  in  its  orbit,  and  preserve  the 
harmonies  of  the  universe. 

In  another  point  of  view,  we  see  how  the  sea-breeze  and  the  sea-shell,  in  performing  their  appointed 
offices,  act  so  as  to  give  rise  to  a  reciprocating  motion  in  the  waters;  and  thus  they  impart  to  the  ocean 
dynamical  forces  also  for  its  circulation. 

The  sea-breeze  plays  upon  the  surface ;  it  converts  only  fresh  water  into  vapor,  and  leaves  the  solid 
matter  behind.  The  surface  water  thus  becomes  specifically  heavier,  and  sinks.  On  the  other  hand,  the 
little  marine  architect  below,  as  he  works  upon  his  coral  edifice  at  the  bottom,  abstracts  from  the  water 
there  a  portion  of  its  solid  contents ;  it  therefore  becomes  specifically  lighter,  and  up  it  goes,  ascending  to 
the  top  with  increased  velocity,  to  take  the  place  of  the  descending  column,  which,  by  the  action  of  the 
winds,  has  been  sent  down  loaded  with  fresh  food  and  materials  for  the  busy  little  mason  in  the  depths 
below. 

Seeing,  then,  that  the  inhabitants  of  the  sea,  with  their  powers  of  secretion,  are  competent  to  exercise 
at  least  some  degree  of  influence  in  disturbing  equilibrium,  are  not  these  creatures  entitled  to  be  regarded 
as  agents  which  have  their  offices  to  perform  in  the  system  of  oceanic  circulation,  and  do  not  they  belong 
to  its  physical  geography  ?  It  is  immaterial  how  great  or  how  small  that  influence  may  be  supposed  to  be ; 
for,  be  it  great  or  small,  we  may  rest  assured  it  is  not  a  chance  influence,  but  it  is  an  influence  exercised — 
if  exercised  at  all — by  design,  and  according  to  the  commandment  of  Him  whose  "voice  the  winds  and  the 
sea  obey."     Thus  God  speaks  through  sea-shells  to  the  ocean. 

It  may  therefore  be  supposed  that  the  arrangements  in  the  economy  of  nature  are  such  as  to  require 
that  the  various  kinds  of  marine  animals,  whose  secretions  are  calculated  to  alter  the  specific  gravity  of 
sea  water,  to  destroy  its  equilibrium,  to  beget  currents  in  the  ocean,  and  to  control  its  circulation,  should 
be  distributed  according  to  order. 

104.  Upon  this  supposition — the  like  of  which  nature  warrants  throughout  her  whole  domain — we 
may  conceive  how  the  marine  animals  of  which  we  have  been  speaking  may  impress  other  features  upon 


THE   SALTS   OF  THE  SEA.  77 

the  physical  relations  of  the  sea  by  assisting  also  to  regulate  clinaates,  and  to  adjust  the  temperature  of 
certain  latitudes.  For  instance,  let  us  suppose  the  waters  in  a  certain  part  of  the  torrid  zone  to  be  70°, 
but  by  reason  of  the  fresh  water  which  has  been  taken  from  them  in  a  state  of  vapor,  and  consequently  by 
reason  of  the  proportionate  increase  of  salts,  these  waters  are  heavier  than  waters  that  may  be  cooler,  but 
not  so  salt. 

This  being  the  case,  the  tendency  would  be  for  this  warm,  but  salt  and  heavy  water,  to  flow  off  as  an 
under  current  toward  the  polar  or  some  other  regions  of  lighter  water. 

Now  if  the  sea  were  not  salt,  there  would  be  no  coral  islands  to  beautify  its  landscape  and  give 
variety  to  its  features ;  sea-shells  and  marine  insects  could  not  operate  upon  the  specific  gravity  of  its 
waters,  nor  give  variety  to  its  climates;  neither  could  evaporation  give  dynamical  force  to  its  circulation, 
and  they,  ceasing  to  contract  as  their  temperature  falls  below  40°,  would  give  but  little  impulse  to  its 
currents,  and  thus  its  circulation  would  be  torpid,  and  its  bosom  lack  animation. 

This  under  current  may  be  freighted  with  heat  to  temper  some  hyperborean  region  or  to  soften  some 

extra-tropical  climate  (§  147),  for  we  know  that  such  is  among  the  effects  of  marine  currents.     At  starting, 

'  it  might  have  been,  if  you  please,  so  loaded  with  solid  matter,  that,  though  its  temperature  were  70°,  yet, 

by  reason  of  the  quantity  of  such  matter  held  in  solution,  its  specific  gravity  might  have  been  greater  even 

than  that  of  extra-tropical  sea  water  generally  at  28°. 

Notwithstanding  this,  it  may  be  brought  into  contact,  by  the  way,  with  those  kinds  and  quantities  of 
marine  organisms  that  shall  abstract  solid  matter  enough  to  reduce  its  specific  gravity,  and,  instead  of 
leaving  it  greater  than  common  sea  water  at  28°,  make  it  less  than  common  sea  water  at  40°;  consequently, 
in  such  a  case,  this  warm  sea  water,  when  it  comes  to  the  cold  latitudes,  would  be  brought  to  the  surface 
through  the  instrumentality  of  shell-fish,  and  various  other  tribes  that  dwell  far  down  in  the  depths  of  the 
ocean.  Thus  we  perceive  that  these  creatures,  though  they  are  regarded  as  being  so  low  in  the  scale  of 
creation,  may  nevertheless  be  regarded  as  agents  of  much  importance  in  the  terrestrial  economy ;  for  we 
perceive  that  they  are  capable  of  spreading  over  certain  parts  of  the  ocean  those  benign  mantles  of  warmth 
which  temper  the  winds,  and  modify,  more  or  less,  all  the  marine  climates  of  the  earth. 

105.  The  makers  of  nice  astronomical  instruments,  when  they  have  put  the  difierent  parts  of  their 
machinery  together,  and  set  it  to  work,  find,  as  in  the  chronometer,  for  instance,  that  it  is  subject  in  its 
performance  to  many  irregularities  and  imperfections — that  in  one  state  of  things  there  is  expansion,  and 
in  another  state  contraction  among  cogs,  springs,  and  wheels,  with  an  increase  or  diminution  of  rate. 
This  defect  the  makers  have  sought  to  overcome ;  and,  with  a  beautiful  display  of  ingenuity,  they  have 
attached  to  the  works  of  the  instrument  a  contrivance  which  has  had  the  effect  of  correcting  these 
irregularities,  by  counteracting  the  tendency  of  the  instrument  to  change  its  performance  with  the 
changing  influences  of  temperature. 

This  contrivance  is  called  a  compensation;  and  a  chronometer  that  is  well  regulated  and  properly 
compensated  will  perform  its  office  with  certainty,  and  preserve  its  rate  under  all  the  vicissitudes  of  heat 
and  cold  to  which  it  may  be  exposed. 


78  THE  WIND  AND  CURRENT  CHARTS. 

In  the  clock-work  of  the  ocean  and  the  macliinery  of  the  universe,  order  and  regularity  are  maintained 
by  a  system  of  compensations.  A  celestial  body,  as  it  revolves  around  its  sun,  flies  off  un_der  the  influence 
of  centrifugal  force ;  but  immediately  the  forces  of  compensation  begin  to  act ;  the  planet  is  brought  back 
to  its  elliptical  path,  and  held  in  the  orbit  for  which  its  mass,  its  motions,  and  its  distance  were  adjusted. 
Its  compensation  is  perfect. 

So,  too,  with  the  salts  and  the  shells  of  the  sea  in  the  machinery  of  the  ocean ;  from  them  are  derived 
principles  of  compensation  the  most  perfect ;  through  their  agency  the  undue  effects  of  heat  and  cold,  of 
storm  and  rain,  in  disturbing  the  equilibrium,  and  producing  thereby  currents  in  the  sea,  are  compensated, 
regulated,  and  controlled. 

The  dews,  the  rains,  and  the  rivers  are  continually  dissolving  certain  minerals  of  the  earth,  and 
carrying  them  off  to  the  sea.  This  is  an  accumulating  process ;  and  if  it  were  not  compensated,  the  sea 
would  finally  become  as  the  Dead  Sea  is,  saturated  with  salt,  and  therefore  unsuitable  for  the  habitation  of 
many  fish  of  the  sea. 

The  sea-shells  and  marine  insects  afford  the  required  compensation.  They  are  conservators  of  the 
ocean.  As  the  salts  are  emptied  into  the  sea,  these  creatures  secrete  them  again  and  pile  them  up  in  solid 
masses,  to  serve  as  the  bases  of  islands  and  continents,  to  be  in  the  process  of  ages  upheaved  into  dry  land, 
and  then  again  dissolved  by  the  dews  and  rains,  and  washed  by  the  rivers  away  into  the  sea. 

Darwin,  many  years  ago,  during  one  of  those  moments  of  inspiration  which  enabled  him  to  fore- 
shadow the  steamboat  and  the  locomotive,  told  philosophers  whence  came  the  salts  and  the  solid  matter 
out  of  which  sea-shells  and  coral  reefs  are  built. 

"  Gnomes !  You  then  tauglit  transuding  dews  to  pass 
Through  timc-faU'n  woods  and  root-inwovc  morass 
Age  after  age  ;  and  with  filtration  fine 
Dispart  from  earths,  and  sulpliurs,  and  saline. 
Hence  with  diffusive  salt  old  ocean  steeps 
His  emerald  shallows,  and  his  sapphire  deeps." 

We  have  reason,  I  think,  for  the  conjecture  that  the  sea  was  salt  early  "in  the  beginning,"  when  "the 
waters  under  heaven  were  gathered  together  unto  one  place,"  and  the  dry  land  first  appeared.  Go  back  as 
far  as  we  may  in  the  dim  records  which  young  Nature  has  left  inscribed  upon  the  geological  column  of  her 
early  processes,  and  there  we  find  the  fossil  shell  and  the  remains  of  marine  organisms,  to  inform  us  that 
when  the  foundations  of  our  mountains  were  laid  with  granite,  and  immediately  succeeding  that  remote 
period  when  the  primary  formations  were  completed,  the  sea  was  as  it  is  now,  salt;  for  had  it  not  been  salt, 
whence  could  those  creeping  things  which  fashioned  the  sea-shells  that  cover  the  tops  of  the  Andes,  or 
those  madrepores  that  strew  the  earth  with  solid  matter  that  has  been  secreted  from  briny  waters,  or  those 
infusorial  deposits  which  astound  the  geologist  with  their  magnitude  and  extent,  or  those  fossil  remains 
of  the  sea  which  have  astonished,  puzzled,  and  bewildered  man  in  all  ages — whence,  had  not  the  sea  been 
salt,  when  its  metes  and  bounds  were  set,  could  these  creatures  have  obtained  solid  matter  for  their  edifices 


THE  SALTS  OF  THE  SEA.  79 

and  structures  ?  Much  of  that  part  of  the  earth's  crust  which  man  stirs  up  in  cultivation,  and  which  yields 
him  bread,  has  been  made  fruitful  by  these  "salts,"  which  all  manner  of  marine  insects,  aqueous  organisms, 
and  sea-shells  have  secreted  from  the  ocean.  Much  of  this  portion  of  our  planet  has  been  filtered  through 
the  sea,  and  its  insects  and  creeping  things  are  doing  now  precisely  what  they  were  set  about  when  the 
dry  land  appeared,  viz :  preserving  the  purity  of  the  ocean,  and  regulating  it  in  the  due  performance  of  its 
great  offices.  As  fast  as  the  rains  dissolve  the  salts  of  the  earth,  and  send  them  down  through  the  rivers  to 
the  sea,  these  faithful  and  everlasting  agents  of  the  Creator  elaborate  them  into  pearls,  shells,  corals,  and 
precious  things ;  and  so,  while  they  are  preserving  the  sea,  they  are  also  embellishing  the  land  by  imparting 
new  adaptations  to  its  soil,  beauty  and  variety  to  its  landscapes. 

In  every  department  of  nature  there  is  to  be  found  this  self  adjusting  principle — this  beautiful  and 
exquisite  system  of  compensation,  by  which  the  operations  of  the  grand  machinery  of  the  universe  are 
maintained  in  the  most  perfect  order. 

106.  Thus  we  behold  sea-shells  and  animalculse  in  a  new  light.  May  we  not  now  cease  to  regard  them 
as  beings  which  have  little  or  nothing  to  do  in  maintaining  the  harmonies  of  creation  ?  On  the  contrary, 
do  we  not  see  in  them  the  principles  of  the  most  admirable  compensation  in  the  system  of  oceanic 
circulation?  We  may  even  regard  them  as  regulators,  to  some  extent,  of  climates  in  parts  of  the  earth 
far  removed  from  their  presence.  There  is  something  suggestive,  both  of  the  grand  and  the  beautiful,  in 
the  idea  that,  while  the  insects  of  the  sea  are  building  up  their  coral  islands  in  the  perpetual  summer  of 
the  tropics,  they  are  also  engaged  in  dispensing  warmth  to  distant  parts  of  the  earth,  and  in  mitigating  the 
severe  cold  of  the  polar  winter. 

Surely  an  hypothesis  which,  being  followed  out,  suggests  so  much  design,  such  perfect  order  and 
arrangement,  and  so  many  beauties  for  contemplation  and  admiration  as  does  this,  which,  for  the  want  of 
a  better,  I  have  ventured  to  offer  with  regard  to  the  solid  matter  of  the  sea  water,  its  salts  and  its  shells — ■ 
surely  such  an  hypothesis,  though  it  be  not  based  entirely  on  the  results  of  actual  observation,  cannot  be 
regarded  as  wholly  vain  or  as  altogether  profitless. 


80  THE  WIND  AND  CURRENT  CHARTS. 


CHAPTER  VII. 

CUEEENTS    OF    THE    SEA.* 

Governed  by  Laws,  J  107. — The  Inhabitants  of  the  Sea  the  Creatures  of  Climate,  108. — First  Principles,  109. — Currents  of  the  Red  Sea, 
110. — How  an  under  Current  from  it  is  generated,  111. — Why  the  Red  Sea  is  not  salting  up,  112. — Meditekeanean  Ccbkent,  113. 
— Currents  of  the  Indian  Ocean,  114. — A  Gulf  Stream  along  the  Coast  of  China,  115. — Points  of  Resemblance  between  it  and 
the  Gulf  Stream  of  the  Atlantic,  116. — Geographical  Features  unfavorable  to  large  Icebergs  in  the  North  Pacific,  117. — Arguments 
in  favor  of  return  Currents,  because  Sea  Water  is  salt,  118.— Currents  op  the  Pacific,  119. — Discovery  of  an  immense  Body  of 
Warm  Water  drifting  South,  120. — Currents  about  the  Equator,  121. — Under  Currents  :  Proof  of,  afforded  by  Deep  Sea  Sound- 
ings, 122. — Currents  caused  by  Changes  in  Specific  Gravity  of  Sea  Water,  123. — The  great  Equatorial  Current  of  the  Atlantic,  124. 
— The  Cape  St.  Roque  Current  not  a  constant  Current,  125. 

107.  Let  us,  in  this  chapter,  set  out  with  the  postulate  that  the  sea,  as  well  as  the  air,  has  its  system 
of  circulation,  and  that  this  system,  whatever  it  be,  and  wherever  its  channels  lie,  whether  in  the  waters  at 
or  below  the  surface,  is  in  obedience  to  physical  laws.  The  sea,  by  the  circulation  of  its  waters,  has  its 
offices  to  perform  in  the  terrestrial  economy ;  and  when  we  see  the  currents  in  the  ocean  running  hither 
and  thither,  we  feel  that  they  were  not  put  in  motion  without  a  cause.  On  the  contrary,  reason  assures  us 
that  they  move  in  obedience  to  some  law  of  Nature,  be  it  recorded  down  in  the  depths  below,  never  so  far 
beyond  the  reach  of  human  ken ;  and  being  a  law  of  Nature,  we  know  who  gave  it,  and  that  neither  chance 
nor  accident  had  anything  to  do  with  its  enactment. 

Nature  grants  us  all  that  this  postulate  demands,  repeating  it  to  us  in  many  forms  of  expression ;  she 
utters  it  in  the  blade  of  green  grass  which  she  causes  to  grow  in  climates  and  soils  made  kind  and  genial 
by  warmth  and  moisture,  that  some  current  of  the  sea  or  air  has  conveyed  far  away  from  under  a  tropical 
sun.  She  murmurs  it  out  in  the  cooling  current  of  the  north ;  the  whales  of  the  sea  tell  of  it,  and  all  its 
inhabitants  proclaim  it. 

108.  The  fauna  and  the  flora  of  the  sea  are  as  much  the  creatures  of  climate,  and  are  as  dependent 
for  their  well-being  upon  temperature  as  are  the  fauna  and  the  flora  of  the  dry  land.  Were  it  not  so,  we 
should  find  the  fish  and  the  algae,  the  marine  insect  and  the  coral,  distributed  equally  and  alike  in  all  parts 
of  the  ocean.  The  polar  whale  would  delight  in  the  torrid  zone,  and  the  habitat  of  the  pearl  oyster  would 
be  also  under  the  iceberg,  or  in  frigid  waters  colder  than  the  melting  ice. 

Now  water,  while  its  capacities  for  heat  are  scarcely  exceeded  by  those  of  any  other  substance,  is  one 
of  the  most  complete  of  non-conductors.  Heat  does  not  permeate  water  as  it  does  iron,  for  instance,  or 
other  good  conductors.  Heat  the  top  of  an  iron  plate,  and  the  bottom  becomes  warm  ;  but  heat  the  top  of 
a  sheet  of  water,  as  in  a  pool  or  basin,  and  that  at  the  bottom  remains  cool.     The  heat  passes  through  iron 


*  Vide  Maury's  Physical  Geography  of  the  Sea.     Harper  and  Brothers,  New  York. 


CURRKNTS  OF  THE  SEA.  81 

by  conduction,  but  to  get  through  water  it  requires  to  be  conveyed  by  a  motion,  which  in  fluids  we  call 
currents. 

Therefore  the  study  of  the  climates  of  the  sea  involves  a  knowledge  of  its  currents,  both  cold  and 
warm.  They  are  the  channels  through  which  the  waters  circulate,  and  by  means  of  which  the  harmonies 
of  old  ocean  are  preserved. 

109.  Hence,  in  studying  the  system  of  oceanic  circulation,  we  set  out  with  the  very  simple  assump- 
tion, viz  :  that  from  whatever  part  of  the  ocean  a  current  is  found  to  run,  to  the  same  part  a  current  of 
equal  volume  is  obliged  to  return ;  for,  upon  this  principle  is  based  the  whole  system  of  currents  and 
counter-currents  of  the  air  as  well  as  of  the  water. 

It  is  not  necessary  to  associate  with  oceanic  currents  the  idea  that  they  must  of  necessity,  as  on  land, 
run  from  a  higher  to  a  lower  level.  So  far  from  this  being  the  case,  some  currents  of  the  sea  actually  run 
up  hill,  while  others  run  on  a  level. 

The  Gulf  Stream  is  of  the  first  class. 

110.  The  currents  which  run  from  the  Atlantic  into  the  Mediterranean,  and  from  the  Indian  Ocean 
into  the  Red  Sea,  are  the  reverse  of  this.  Here  the  bottom  of  the  current  is  probably  a  water-level,  and 
the  top  an  inclined  plane,  running  djown  hill.  Take  the  Eed  Sea  current  as  an  illustration.  That  sea  lies, 
for  the  most  part,  within  a  rainless  and  riverless  district.  It  may  be  compared  to  a  long  and  narrow 
trough.  Being  in  a  rainless  district,  the  evaporation  from  it  is  immense ;  none  of  the  water  thus  taken  up 
is  returned  to  it,  either  by  rivers  or  rains.  It  is  about  one  thousand  miles  long ;  it  lies  nearly  north  and 
south,  and  extends  from  latitude  13°  to  the  parallel  of  30°  north. 

From  May  to  October,  the  water  in  the  upper  part  of  this  sea  is  said  to  be  two  feet  lower  than  it  is 
near  the  mouth.*  This  change  or  difference  of  level  is  ascribed  to  the  effect  of  the  wind,  which,  prevail, 
ing  from  the  north  at-  that  season,  is  supposed  to  blow  the  water  out. 

But,  from  May  to  October  is  also  the  hot  season ;  it  is  the  season  when  evaporation  is  going  on  most 
rapidly ;  and  when  we  consider  how  dry  and  how  hot  the  winds  are  which  blow  upon  this  sea  at  this 
season  of  the  year,  we  may  suppose  the  daily  evaporation  to  be  immense ;  not  less,  certainly,  than  half  an 
inch,  and  probably  twice  that  amount.  We  know  that  the  waste  from  canals  by  evaporation,  in  the  summer 
time,  is  an  element  which  the  engineer,  when  taking  the  capacity  of  his  feeders  into  calculation,  has  to 
consider.  With  him  it  is  an  important  element ;  how  much  more  so  must  the  waste  by  evaporation  from 
this  sea  be,  when  we  consider  the  physical  conditions  under  which  it  is  placed.  Its  feeder,  the  Arabian 
Sea,  is  a  thousand  miles  from  its  head;  its  shores  afe  burning  sands;  the  evaporation  is  ceaseless;  and  none 
of  the  vapors,  which  the  scorching  winds  that  blow  over  it  carry  away,  are  returned  to  it  again  in  the 
shape  of  rains. 

The  Red  Sea  vapors  are  carried  off  and  precipitated  elsewhere.     The  depression  in  the  level  of  its 


*  Johnston's  Physical  Atlas. 
11 


82  THE  WIND  AND  CURRENT  CHARTS. 

head  waters  in  the  summer  time,  therefore,  it  appears,  is  owing  quite  as  much  to  the  eflect  of  evaporation 
as  to  that  of  the  wind  blowing  the  waters  back. 

The  evaporation  in  certain  parts  of  the  Indian  Ocean  is  from  three-fourths  of  an  inch  to  an  inch  daily. 
Suppose  it  for  the  Eed  Sea,  in  the  summer  time,  to  average  only  half  an  inch  a  day. 

Now,  if  we  suppose  the  velocity  of  the  current  which  runs  into  that  sea  to  average,  from  mouth  to 
head,  twenty  miles  a  day,  it  would  take  the  water  fifty  days  to  reach  the  head  of  it.  If  it  lose  half  an  inch 
from  its  surface  by  evaporation  daily,  it  would,  by  the  time  it  reaches  the  Isthmus  of  Suez,  lose  twenty-five 
inches  from  its  surface. 

Thus  the  waters  of  the  Eed  Sea  ought  to  be  lower  at  the  Isthmus  of  Suez  than  they  are  at  the  Straits 
of  Babelmandeb.  Independently  of  the  waters  forced  out  by  the  wind,  they  ought  to  be  lower  from  two 
other  causes,  viz :  evaporation  and  temperature,  for  the  temperature  of  that  sea  is  necessarily  lower  at 
Suez,  in  latitude  30°,  than  it  is  at  Babelmandeb,  in  latitude  13°. 

To  make  it  quite  clear  that  the  surface  of  the  Eed  Sea  is  not  a  sea  level,  but  is  an  inclined  plane, 
suppose  the  channel  of  the  Eed  Sea  to  have  a  perfectly  smooth  and  level  floor,  with  no  water  in  it,  and  a 
wave  ten  feet  high  to  enter  the  Straits  of  Babelmandeb,  and  to  flow  up  the  channel  at  the  rate  of  twenty 
miles  a  day  for  fifty  days,  losing  daily,  by  evaporation,  half  an  inch;  it  is  easy  to  perceive  that,  at  the  end 
of  the  fiftieth  day,  this  wave  would  not  be  so  high,  by  two  feet  (twenty-five  inches),  as  it  was  the  first  day 
it  commenced  to  flow. 

The  top  of  that  sea,  therefore,  may  be  regarded  as  an  inclined  plane,  made  so  by  evaporation. 

111.  But  the  salt  water,  which  has  lost  so  much  of  its  freshness  by  evaporation,  becomes  salter,  and 
therefore  heavier.  The  lighter  water  at  the  Straits  cannot  balance  the  heavier  water  at  the  Isthmus,  and 
the  colder  and  salter,  and  therefore  heavier  water,  must  either  run  out  as  an  under  current,  or  it  must 
deposit  its  surplus  salt  in  the  shape  of  crystals,  and  thus  gradually  make  the  bottom  of  the  Eed  Sea  a  salt- 
bed,  or  it  must  abstract  all  the  salt  from  the  ocean  to  make  the  Eed  Sea  brine — and  we  know  that  neither 
the  one  process  nor  the  other  is  going  on.  Hence  we  infer  that  there  is  from  the  Eed  Sea  an  under  or 
outer  current,  as  there  is  from  the  Mediterranean  through  the  Straits  of  Gibraltar,  and  that  the  surface 
waters  near  Suez  are  salter  than  those  near  the  mouth  of  the  Eed  Sea. 

And,  to  show  why  there  should  be  an  outer  and  under  current  from  each  of  these  two  seas,  let  us 
suppose  the  case  of  a  long  trough,  opening  into  a  vat  of  oil,  with  a  partition  to  keep  the  oil  from  running 
into  the  trough.  Now,  suppose  the  trough  to  be  filled  up  with  wine  on  one  side  of  the  partition  to  the 
level  of  the  oil  on  the  other.  The  oil  is  introduced  to  represent  the  lighter  water  as  it  enters  either  of 
these  seas  from  the  ocean,  and  the  wine  the  same  water  after  it  has  lost  some  of  its  freshness  by  evapora- 
tion, and  therefore  has  become  salter  and  heavier.  Now,  suppose  the  partition  to  be  raised,  what  would 
take  place  ?  Why,  the  oil  would  run  in  as  an  upper  current,  overflowing  the  wine,  and  the  wine  would 
run  out  as  an  under  current. 

The  rivers  which  discharge  in  the  Mediterranean  are  not  sufficient  to  supply  the  waste  of  evaporation, 
and  it  is  by  a  process  similar  to  this  that  the  salt  which  is  carried  in  from  the  ocean  is  returned  to  the 


CURRENTS  OF  THK  SEA. 


83 


ocean  again;  were  it  not  so,  the  bed  of  tbat  sea  •would  be  a  mass  of  solid  salt.  The  equilibrium  of  the 
seas  is  preserved,  beyond  a  doubt,  by  a  system  of  compensation  as  exquisitely  adjusted  as  are  those  by 
which  the  "  music  of  the  spheres  "  is  maintained. 

The  above  about  under  currents  is  theory :  Now  let  us  see  the  results  of  actual  observation  upon  the 
density  of  water  in  the  Red  Sea  and  the  Mediterranean,  and  upon  the  under  currents  that  run  out  from 
these  seas. 

Four  or  five  years  ago,  Mr.  Morris,  chief  engineer  of  the  Oriental  Company's  steamship  Ajdaha, 
collected  specimens  of  Red  Sea  water  all  the  way  from  Suez  to  the  Straits  of  Babelmandeb,  which  were 
afterward  examined  by  Dr.  Giraud,  who  reported  the  following  results : — * 


Latitude. 

Longitude. 

Spec.  Grav. 

Saline  Cont. 

o 

o 

1000  parts. 

No.  1. 

Sea  at  Suez 



— 

1027 

41.0 

No.  2. 

Gulf  of  Suez       . 

27.49 

33.44 

1026 

40.0 

No.  3. 

Red  Sea 

24.29 

36. 

1024 

39.2 

No.  4. 

do. 

20.55 

38.18 

1026 

40.5 

No.  5. 

do. 

20.43 

40.03 

1024 

39.8 

No.  6. 

do. 

14.34 

42.43 

1024 

39.9 

No.  7. 

do. 

12.39 

44.45 

1023 

39.2 

These  observations  agree  with  the  theoretical  deductions  just  announced,  and  show  that  the  surface 
waters  at  the  head  are  heavier  and  Salter  than  the  surface  waters  at  the  mouth  of  the  Red  Sea. 

In  the  same  paper,  the  temperature  of  the  air  between  Suez  and  Aden  often  rises,  it  is  said,  to  90°, 
"and  probably  averages  little  less  than  75°  day  and  night  all  the  year  round.  The  surface  of  the  sea 
varies  in  heat  from  65°  to  85°,  and  the  difference  between  the  wet  and  dry  bulb  thermometers  often 
amounts  to  25°— in  the  kamsin,  or  desert  winds,  to  from  30°  to  40°;  the  average  evaporation  at  Aden  is 
about  eight  feet  for  the  year."  "Now,  assuming,"  says  Dr.  Buist,  "the  evaporation  of  the  Red  Sea  to  be  no 
greater  than  that  of  Aden,  a  sheet  of  water  eight  feet  thick,  equal  in  area  to  the  whole  expanse  of  the  sea, 
will  be  carried  off  annually  in  vapor;  or  assuming  the  Red  Sea  to  be  eight  hundred  feet  in  depth  at  an 
average — and  this,  most  assuredly,  is  more  than  double  the  fact — the  whole  of  it  would  be  dried  up,  were 
no  water  to  enter  from  the  ocean,  in  one  hundred  years.  The  waters  of  the  Red  Sea,  throughout,  contain 
some  four  per  cent,  of  salt  by  weight — or,  as  salt  is  a  half  heavier  than  water,  some  2.7  per  cent,  in  bulk — 
or,  in  round  numbers,  say  three  per  cent.  In  the  course  of  three  thousand  years,  on  the  assumptions  just 
made,  the  Red  Sea  ought  to  have  been  one  mass  of  solid  salt,  if  there  were  no  current  running  out." 

112.  Now  we  know  the  Red  Sea  is  more  than  three  thousand  years  old,  and  that  it  is  not  filled  with 


Transact,  of  the  Bombay  Gcograph.  Soc,  Tol.  ix.,  May,  1819,  to  August,  1850. 


84-  THE  WIND  AND  CURRENT  CHARTS. 

salt ;  and  the  reason  is,  that  as  fast  as  the  upper  currents  bring  the  salt  in  at  the  top,  the  under  currents 
carry  it  out  at  the  bottom. 

113.  Mediterranean  Currents. — With  regard  to  an  under  current  from  the  Mediterranean,  we  may 
begin  by  remarking  that  we  know  that  there  is  a  current  always  setting  in  at  the  surface  from  the  Atlantic, 
and  that  this  is  a  salt-water  current,  which  carries  an  immense  amount  of  salt  into  that  sea.  We  know, 
moreover,  that  that  sea  is  not  salting  up;  and  therefore,  independently  of  the  postulate  (§  109)  and  of 
observations,  we  might  infer  the  existence  of  an  under  current,  through  which  this  salt  finds  its  way  out 
into  the  broad  ocean  again.* 

With  regard  to  this  outer  and  under  current,  we  have  observations  telling  of  its  existence  as  long  ago 
as  1712. 

"In  the  year  1712,"  says  Dr.  Hudson,  in  a  paper  communicated  to  the  Philosophical  Society  in  172-1, 
"Monsieur  du  L'Aigle,  that  fortunate  and  generous  commander  of  the  privateer  called  the  Phoenix,  of 
Marseilles,  giving  chase  near  Ceuta  Point  to  a  Dutch  ship  bound  to  Holland,  came  up  with  her  in  the 
middle  of  the  Gut  between  Tariffa  and  Tangier,  and  there  gave  her  one  broadside,  which  directly  sunk  her, 
all  her  men  being  saved  by  Monsieur  du  L'Aigle ;  and  in  a  few  days  after,  the  Dutch  ship,  with  her  cargo 
of  brandy  and  oil,  arose  on  the  shore  near  Tangier,  which  is  at  least  four  leagues  to  the  westward  of  the 
place  where  she  sunk,  and  directly  against  the  strength  of  the  current,  which  has  persuaded  many  men 
that  there  is  a  recurrency  in  the  deep  water  in  the  middle  of  the  Gut  that  sets  outward  to  the  grand  ocean, 
which  this  accident  very  much  demonstrates;  and,  possibly,  a  great  part  of  the  water  which  runs  into  the 
Straits  returns  that  way,  and  along  the  two  coasts  before  mentioned ;  otherwise,  this  ship  must,  of  course, 
have  been  driven  toward  Ceuta,  and  so  upward.  The  water  in  the  Gut  must  be  very  deep;  several  of  the 
commanders  of  our  ships  of  war  having  attempted  to  sound  it  with  the  longest  lines  they  could  contrive, 
but  could  never  find  any  bottom." 

In  1828,  Dr.  Wollaston,  in  a  paper  before  the  Philosophical  Society,  stated  that  he  found  the  specific 
gravity  of  a  specimen  of  sea  water,  from  a  depth  of  six  hundred  and  seventy  fathoms,  fifty  miles  within 
the  Straits,  to  have  a  "  density  exceeding  that  of  distilled  water  by  more  than  four  times  the  usual  excess, 
and  accordingly  leaves,  upon  evaporation,  more  than  four  times  the  usual  quantity  of  saline  residuum. 


*  Dr.  Smith  appears  to  have  been  the  first  to  conjecture  this  explanation,  which  he  did  in  1083  (vide  Philosnphical  Transactions). 
This  continual  indraught  into  the  Mediterranean  appears  to  have  been  a  vexed  question  among  the  navigators  and  philosophers  even  of 
those  times.  Dr.  Smith  alludes  to  several  hypotheses  which  had  been  invented  to  solve  these  phenomena,  such  as  subterraneous  vents, 
cavities,  exhalation  by  the  sun's  beams,  &c.,  and  then  offers  bis  conjecture,  which,  in  his  own  words,  is,  "that  there  is  an  under  current, 
by  which  as  great  a  quantitj'  of  water  is  carried  out  as  comes  flowing  in.  To  confirm  which,  besides  what  I  have  said  above  about  the 
difference  of  tides  in  the  offing  and  at  the  shore  in  the  Downs,  which  necessarily  supposes  an  under  current,  I  shall  present  you  with  an 
instance  of  the  like  nature  in  the  Baltic  Sound,  as  I  received  it  from  an  able  seaman,  who  was  at  the  making  of  the  trial.  He  told  me 
that,  being  there  in  one  of  the  king's  frigates,  they  went  with  their  pinnace  into  the  mid  stream,  and  were  carried  violently  by  the 
current;  that,  soon  after  this,  they  sunk  a  bucket  with  a  heavy  cannon  ball  to  a  certain  depth  of  water,  which  gave  a  check  to  the  boat's 
motion;  and,  sinking  it  still  lower  and  lower,  the  boat  was  driven  ahead  to  the  windward  against  the  upper  current:  the  current  aloft, 
as  he  added,  not  being  over  four  or  five  fathoms  deep,  and  that  the  lower  the  bucket  was  let  fall,  they  found  the  under  current  the 
stronger." 


CURRENTS  OF  THE  SEA,  85 

Hence  it  is  clear  that  an  under  current  outward  of  such  denser  water,  if  of  equal  breadth  and  depth  with 
the  current  inward  near  the  surface,  would  carry  out  as  much  salt  below  as  it  brought  in  above,  although 
it  moved  with  less  than  one-fourth  part  of  the  velocity,  and  would  thus  prevent  a  perpetual  increase  of 
saltness  in  the  Mediterranean  Sea  beyond  that  existing  iu  the  Atlantic." 

The  doctor  obtained  this  specimen  of  sea  water  from  Captain,  now  Admiral  Smyth,  of  the  English 
Navy,  who  had  collected  it  for  Dr.  Marcet.  Dr.  Marcet  died  before  receiving  it,  and  it  had  remained  in 
the  admiral's  hands  some  time  before  it  came  into  those  of  Wollaston. 

It  may,  therefore,  have  lost  something  by  evaporation;  for  it  is  difficult  to  conceive  that  all  the  river 
water,  and  three-fourths  of  the  sea  water  which  runs  into  the  Mediterranean,  is  evaporated  from  it,  leaving 
a  brine  for  the  under  current  having  four  times  as  much  salt  as  the  water  at  the  surface  of  the  sea  usually 
contains.  Very  recently,  M.  Coupvent  des  Bois  is  said  to  have  shown,  by  actual  observation,  the  existence 
of  an  outer  and  under  current  from  the  Mediterranean. 

However  that  may  be,  these  facts,  and  the  statements  of  the  Secretary  of  the  Geographical  Society  of 
Bombay  (§  111),  seem  to  leave  no  room  to  doubt  as  to  the  existence  of  an  under  current  both  from  the  Red 
Sea  and  Mediterranean,  and  as  to  the  cause  of  the  surface  current  which  flows  into  them,  I  think  it  a 
matter  of  demonstration.     It  is  accounted  for  (§  111)  by  the  salts  of  the  sea. 

Writers,  whose  opinions  are  entitled  to  great  respect,  differ  with  me  as  to  the  proof  of  this  demonstra- 
tion. Among  these  writers  are  Admiral  Smyth,  of  the  British  Navy,  and  Sir  Charles  Lyell,  who  also  differ 
with  each  other.  In  1820,  Dr.  Marcet,  being  then  engaged  in  studying  the  chemical  composition  of  sea 
water,  the  admiral,  with  his  usual  alacrity  for  doing  "  a  kind  turn,"  undertook  to  collect  for  the  doctor 
specimens  of  Mediterranean  water  from  various  depths,  especially  in  and  about  the  Straits  of  Gibraltar. 
Among  these  was  the  one  taken  fifty  miles  within  the  Straits  from  the  depth  of  six  hundred  and  seventy 
fathoms  (four  thousand  and  twenty  feet),  which,  being  four  times  salter  than  common  sea  water,  left,  as 
we  have  just  seen,  no  doubt  in  the  mind  of  Dr.  Wollaston  as  to  the  existence  of  this  under  current  of 
brine. 

But  the  indefatigable  admiral,  in  the  course  of  his  celebrated  survey  of  the  Mediterranean,  discovered 
that,  while  inside  of  the  Straits,  the  depth  was  upward  of  nine  hundred  fathoms,  yet,  in  the  Straits  them- 
selves, the  depth  across  the  shoalest  section  is  not  more  than  one  hundred  and  sixty*  fathoms, 

"Such  being  the  case,  we  can  now  prove,"  exclaims  Sir  Charles  Lyell,  "that  the  vast  amount  of  salt' 
brought  into  the  Mediterranean  does  not  pass  out  again  by  the  Straits ;  for  it  appears  by  Captain  Smyth's 
soundings,  which  Dr,  Wollaston  had  not  seen,  that  between  the  Capes  of  Trafalgar  and  Spartel,  which  are 
twenty-two  miles  apart,  and  where  the  Straits  are  shallowest,  the  deepest  part,  which  is  on  the  side  of  Cape 
Spartel,  is  only  two  hundred  and  twenty  fathoms.f  It  is  therefore  evident,  that  if  water  sinks  in  certain 
parts  of  the  Mediterranean,  in  consequence  of  the  increase  of  its  specific  gravity,  to  greater  depths  than  two 


*  The  Mediterranean.  t  '^''*'  hundred  and  sixty,  Smyth. 


W      .  THK  WIND  AND  CURRENT  CHARTS. 

hundred  and  twenty  fathoms,  it  can  never  flow  out  again  into  the  Atlantic,  since  it  must  he  stopped  by  the 
submarine  barrier  which  crosses  the  shallowest  part  of  the  Straits  of  Gibraltar."* 

According  to  this  reasoning,  all  the  cavities,  the  hollows  and  the  valleys  at  the  bottom  of  the  sea, 
especially  in  the  trade-wind  region,  where  evaporation  is  so  constant  and  great,  ought  to  be  salting  up  or 
filling  up  with  brine.     Is  it  probable  that  such  a  process  is  actually  going  on  ?     No. 

According  to  this  reasoning,  the  water  at  the  bottom  of  the  great  American  lakes  ought  to  be  salt,  for 
the  rivers  and  the  rains,  it  is  admitted,  bring  the  salts  from  the  land  and  empty  them  into  the  sea.  It  is 
also  admitted  that  the  great  lakes  would,  from  this  cause,  be  salt,  if  they  had  no  sea  drainage.  The  Niagara 
Kiver  passes  these  river  salts  from  the  upper  lakes  into  Ontario,  and  the  St.  Lawrence  conveys  them  thence 
to  the  sea.  Now,  the  basins  or  bottoms  of  all  these  upper  lakes  are  far  below  the  top  of  the  rock  over  which 
the  Niagara  pitches  its  flood.  And,  were  the  position  assumed  by  this  writer  correct,  viz :  that  if  the  water 
in  any  of  these  lakes  should,  in  consequence  of  its  specific  gravity,  once  sink  below  the  level  of  the  shoals 
in  the  rivers  and  straits  which  connect  them,  it  never  could  flow  out  again,  and  consequently,  must  remain 
there  foreverf — were  this  principle  physically  correct,  would  not  the  water  at  the  bottom  of  the  lakes 
gradually  have  received  salt  sufficient,  during  the  countless  ages  that  they  have  been  sending  it  off  to  the 
sea,  to  make  this  everlastingly  pent-up  water  briny,  or  at  least  quite  different  in  its  constituents  from  that 
of  the  surface?  We  may  presume  that  the  water  at  the  bottom  of  every  extensive  and  quiet  sheet  of  water, 
whether  salt  or  fresh,  is  at  the  bottom  by  reason  of  specific  gravity ;  but  that  it  does  not  remain  there 
forever  we  have  abundant  proof  If  so,  the  Niagara  River  would  be  fed  by  Lake  Erie  only  from  that 
layer  of  water  which  is  above  the  level  of  the  top  of  the  rock  at  the  Falls.  Consequently,  wherever  the 
breadth  of  that  river  \s  no  greater  than  it  is  at  the  Falls,  we  should  have  a  current  as  rapid  as  it  is  at  the 
moment  of  passing  the  top  of  the  rock  to  make  the  leap.  To  see  that  such  is  not  the  way  of  Nature,  we 
have  but  to  look  at  any  common  mill-pond  when  the  water  is  running  over  the  dam.  The  current  in  the 
pond  that  feeds  the  overflow  is  scarcely  perceptible,  for  "  still  water  runs  deep."  Moreover,  we  know  it  is 
not  such  a  skimming  current  as  the  geologist  would  make,  which  runs  from  one  lake  to  another ;  for, 
-wherever  above  the  Niagara  Falls  the  water  is  deep,  there  we  are  sure  to  find  the  current  sluggish,  in 
comparison  with  the  rate  it  assumes  as  it  approaches  the  Falls;  and  it  is  sluggish  in  deep  places,  rapid  in 
shallow  ones,  because  it  is  fed  from  below.     The  common  "  wastes"  in  our  canals  teach  us  this  fact. 

The  reasoning  of  this  celebrated  geologist  appears  to  be  founded  upon  the  assumption  that  when  water, 
in  consequence  of  its  specific  gravity,  once  sinks  below  the  bottom  of  a  current  where  it  is  shallowest,  there 
is  no  force  of  traction  in  fluids,  nor  any  other  power,  which  can  draw  this  heavy  water  up  again.  If  such 
were  the  case,  we  could  not  have  deep  water  immediately  inside  of  the  bars  which  obstruct  the  passage  of 
the  great  rivers  into  the  sea.  Thus  the  bar  at  the  mouth  of  the  Mississippi,  with  only  fifteen  feet  of  water 
on  it,  is  estimated  to  travel  out  to  sea  at  rates  varying  from  one  hundred  to  twenty  yards  a  year. 


*  Lyell's  Principles  of  Geology,  p.  334-5,  ninth  edition.     London,  1S53. 
f  See  paragraph  quoted  (J  113)  from  Lyell's  Principles  of  Geology. 


r 


CUKRKNTS  OF  THE  SEA.  87 


In  the  place  where  that  bar  was  when  it  was  one  thousand  yards  nearer  to  New  Orleans  than  it  now 
is,  whether  it  were  fifteen  years  ago  or  a  century  ago,  with  only  fifteen  or  sixteen  feet  of  water  on  it,  we 
have  now  four  or  five  times  that  depth.  As  new  bars  were  successively  formed  seaward  from  the  old, 
what  dug  up  the  sediment  which  formed  the  old,  and  lifted  it  up  from  where  specific  gravity  had  placed  it, 
and  carried  it  out  to  sea  over  a  barrier  not  more  than  a  few  feet  from  the  surface  ?  Indeed,  Sir  Charles 
himself  makes  this  majestic  stream  to  tear  up  its  own  bottom  to  depths  far  below  the  top  of  the  bar  at  its 
mouth.  He  describes  the  Mississippi  as  a  river  having  nearly  a  uniform  breadth  to  the  distance  of  two 
thousand  miles  from  the  sea.*  He  makes  it  cut  a  bed  for  itself  out  of  the  soil,  which  is  heavier  than 
Admiral  Smyth's  deep  sea  water,  to  the  depth  of  more  than  two  hundred  feetf  below  the  top  of  the  bar 
which  obstructs  its  entrance  into  the  sea.  Could  not  the  same  power  which  scoops  out  this  solid  matter 
draw  the  brine  up  from  the  pool  in  the  Mediterranean,  and  pass  it  out  across  the  barrier  in  the  Straits. 

The  traction  of  locomotives  on  railroads  and  the  force  of  that  traction  are  well  understood.  Now, 
have  not  currents  in  the  deep  sea  power  derived  from  some  such  force  ?  Suppose  this  under  current  from  the 
Mediterranean  to  extend  one  hundred  and  sixty  fathoms  down,  so  as  to  chafe  the  barrier  across  the  Straits. 
Upon  the  bottom  of  this  current,  then,  there  is  a  pressure  of  more  than  fifty  atmospheres.  Have  we  not 
here  a  source  of  power  that  would  be  capable  of  drawing  up,  by  almost  an  insensibly  slow  motion,  water 
from  almost  any  depth  ?  At  any  rate,  it  appears  that  the  effect  of  currents  by  traction,  or  friction,  or 
whatever  force,  does  extend  far  below  the  level  of  their  beds  in  shallow  places.  Were  it  not  so — were  the 
brine  not  drawn  out  again — it  would  be  easy  to  prove  that  this  indraught  into  the  Mediterranean  has 
taken,  even  during  the  period  assigned  by  Sir  Charles  to  the  formation  of  the  Delta  of  the  Mississippi — 
one  of  the  newest  formations — salt  enough  to  fill  up  the  whole  basin  of  the  Mediterranean  with  crystals. 
Admiral  Smyth  brought  up  bottom  with  his  briny  sample  of  deep  sea  water  (six  hundred  and  seventy 
fathoms),  but  no  salt  crystals. 

The  gallant  admiral — appearing  to  withhold  his  assent  both  from  Dr.  Wollaston  in  his  conclusions  as  to 
this  under  current,  and  from  the  geologist  in  his  inferences  as  to  the  effect  of  the  barrier  in  the  Straits — 
suggests  the  probability  that,  in  sounding  for  the  heavy  specimen  of  sea  water,  he  struck  a  brine  spring. 
But  the  specimen,  according  to  analysis,  was  of  sea  water,  and  how  did  a  brine  spring  of  sea  water  get 
under  the  sea  but  through  the  process  of  evaporation  ou  the  surface,  or  by  parting  with  a  portion  of  its 
fresh  water  in  some  other  way  ? 

If  we  admit  the  principle  assumed  by  Sir  Charles  Lyell,  that  water  from  the  great  pools  and  basins  of 
the  sea  can  never  ascend  to  cross  the  ridges  which  form  these  pools  and  basins,  then  the  harmonies  of  the 
sea  are  gone,  and  we  are  forced  to  conclude  they  never  existed.  Every  particle  of  water  that  sinks  below 
a  submarine  ridge  is,  ipso  facto,  by  his  reasoning,  stricken  from  the  channels  of  circulation,  to  become 


•  "  From  near  its  mouth  at  tlie  Balize,  a  steam-boat  "may  ascend  for  nearly  two  thousand  miles  with  scarcely  any  perceptible 
difference  in  the  width  of  the  river." — Lyell,  p.  263. 

f  "  The  Mississippi  is  continually  shifting  its  course  in  the  great  alluvial  plain,  cutting  frequently  to  the  depth  of  one  hundred, 
and  even  sometimes  to  the  depth  of  two  hundred  and  fifty  feet." — Lyell,  p.  273. 


8B  THE  WIXU  AND  CURRENT  CHARTS, 

thenceforward  forever  motionless  matter.  The  consequence  would  be  "  cold  obstruction"  in  the  depths  of 
the  sea,  and  a  system  of  circulation  between  different  seas  of  the  waters  only  that  float  above  the  shoalest 
reefs  and  barriers.  I  do  not  believe  in  the  existence  of  any  such  imperfect  terrestrial  mechanism,  or  in 
any  such  failures  of  design.  To  my  mind,  the  proofs — the  theoretical  proofs — the  proofs  derived 
exclusively  from  reason  and  analogy — are  as  clear  in  favor  of  this  under  current  from  the  Mediterranean 
ss  they  were  in  favor  of  the  existence  of  Leverrier's  planet  before  it  was  seen  through  the  telescope  at 
Berlin. 

Now  suppose,  as  Sir  Charles  Lyell  maintains,  that  none  of  these  vast  quantities  of  salt  which  this 
surface  current  takes  into  the  Mediterranean  find  their  way  out  again.  It  would  not  be  difficult  to  show, 
even  to  the  satisfaction  of  that  eminent  geologist,  that  this  indraught  conveys  salt  away  from  the  Atlantic 
faster  than  all  the  /resA-water  rivers  empty  fresh  supplies  of  salt  into  the  ocean.  Now,  besides  this  drain, 
vast  quantities  of  salts  are  extracted  from  sea  water  for  madrepores,  coral  reefs,  shell  banks,  and  marl 
beds ;  and  by  such  reasoning  as  this,  which  is  perfectly  sound  and  good,  we  establish  the  existence  of  this 
under  current,  or  else  we  are  forced  to  the  very  unphilosophical  conclusion  that  the  sea  must  be  losing  its 
salts,  and  becoming  less  and  less  briny. 

114.  The  Currents  of  the  Indian  Ocean. — By  carefully  examining  the  physical  features  of  this 
sea  (Plates  XVIII.  and  XIX.),  and  studying  its  conditions,  we  are  led  to  look  for  warm  currents  that  have 
their  genesis  in  this  ocean,  and  that  carry  from  it  volumes  of  overheated  water,  probably  exceeding  in 
quantity  many  times  that  which  is  discharged  by  the  Gulf  Stream  from  its  fountains  (Plate  XVII.). 

The  Atlantic  Ocean  is  open  at  the  north,  but  tropical  countries  bound  the  Indian  Ocean  in  that 
direction.  The  waters  of  this  ocean  are  hotter  than  those  of  the  Caribbean  Sea,  and  the  evaporating  force 
there  (§  36)  is  much  greater.  That  it  is  greater  we  might,  without  observation,  infer  from  the  fact  of  a 
higher  temperature  and  a  greater  amount  of  precipitation  on  the  neighboring  shores  (§  33).  These  two 
facts,  taken  together,  tend,  it  would  seem,  to  show  that  large  currents  of  warm  water  have  their  genesis  in 
the  Indian  Ocean.  One  of  them  is  the  well-known  Mozambique  current,  called  at  the  Cape  of  Good  Ilope 
the  Lagullas  current. 

115.  Another  of  these  currents  makes  its  escape  through  the  Straits  of  Malacca,  and,  being  joined 
by  other  warm  streams  from  the  Java  and  China  Seas,  flows  out  into  the  Pacific,  like  another  Gulf  Stream, 
between  the  Philippines  and  the  shores  of  Asia.  Thence  it  attempts  the  great  circle  route  for  the 
Aleutian  Islands,  tempering  climates,  and  losing  itself  in  the  sea  on  its  route  toward  the  northwest  coast 
of  America. 

116.  Between  the  physical  features  of  this  current  and  the  Gulf  Stream  of  the  Atlantic  there  are 
several  points  of  resemblance.  Sumatra  and  Malacca  correspond  to  Florida  and  Cuba;  Borneo  to  the 
Bahamas,  with  the  Old  Providence  Channel  to  the  south,  and  the  Florida  Pass  to  the  west.  The  coasts  of 
China  answer  to  those  of  the  United  States,  the  Philippines  to  the  Bermudas,  the  Japan  Islands  to 
Newfoundland.  As  with  the  Gulf  Stream,  so  also  here  with  this  China  current,  there  is  a  counter-current 
of  cold  water  between  it  and  the  shore.     The  climates  of  the  Asiatic  coast  correspond  with  those  of 


CUBKENTS   OF  THE  SEA.  89 

America,  along  the  Atlantic,  and  those  of  Columbia,  "Washington,  and  Vancouver  are  duplicates  of  those 
of  Western  Europe  and  the  British  Islands;  the  climate  of  California  (State)  resembling  that  of  Spain; 
the  sandy  plains  and  rainless  regions  of  Lower  California  reminding  one  of  Africa,  with  its  deserts 
between  the  same  parallels,  &c. 

Moreover,  the  North  Pacific,  like  the  N'orth  Atlantic,  is  enveloped,  where  these  warm  waters  go,  with 
mists  and  fogs,  and  streaked  with  lightning.  The  Aleutian  Islands  are  as  renowned  for  fogs  and  mists  as 
are  the  Grand  Banks  of  Newfoundland. 

A  surface  current  flows  north  through  Behring's  Strait  into  the  Arctic  Sea  ;  but,  in  the  Atlantic,  the 
current  is  from,  not  into  the  Arctic  Sea  :  it  flows  south  on  the  surface,  north  below;  Behring's  Strait  being 
too  shallow  to  admit  of  mighty  under  currents,  or  to  permit  the  introduction  from  the  polar  basin  of  any 
large  icebergs  into  the  Pacific. 

Behring's  Strait,  in  geographical  position,  answers  to  Davis's  Strait  in  the  Atlantic ;  and  Alaska,  with 
its  Aleutian  chain  of  islands,  to  Greenland.  But,  instead  of  there  being  to  the  east  of  Alaska,  as  there  is 
to  the  east  of  Greenland,  an  escape  into  the  polar  basin  for  these  warm  waters,  the  Pacific  shore-line 
intervenes,  and  turns  them  down  through  a  sort  of  North  Sea  along  the  western  coast  of  the  continent 
toward  Mexico.  And  in  this  feature  we  may  perceive  why  there  cannot  be  in  the  North  Pacific  a  Gulf 
Stream  equal  to  that  of  the  North  Atlantic.  The  heat  of  the  torrid  and  the  cold  of  the  frigid  zone  are 
perpetually  destroying  the  equilibrium  of  the  ocean,  by  changing  with  temperature  the  specific  gravity  of 
sea  water ;  and  the  mere  change  of  specific  gravity  there  begets  currents  as  surely  as  the  change  of  weight 
at  one  end  of  the  balance  will  cause  it  to  kick  the  beam.  The  polar  waters,  having  their  specific  gravity 
changed,  seek  the  torrid  zone  by  the  North  Sea  and  Davis's  Strait ;  Behring's  Strait  is  so  shallow  and  so 
narrow  that  they  cannot  in  sufficient  volume  get  out  that  way,  neither  can  large  volumes  of  warm  water 
enter  the  polar  basin  that  way.  Hence  there  is  no  call  in  th^  Pacific  for  a  Gulf  Stream  like  ours  to  supply 
the  polar  seas  with  intertropical  waters. 

117.  These  contrasts  show  the  principal  points  of  resemblance  and  of  difference  between  the  currents 
and  aqueous  circulation  in  the  two  oceans.  The  ice-bearing  currents  of  the  North  Atlantic  are  not  repeated 
as  to  degree  in  the  North  Pacific,  for  there  is  no  nursery  for  icebergs  like  the  Frozen  Ocean  and  its  arms. 
The  seas  of  Okotsk  and  Kamtschatka  alone,  and  not  the  frozen  seas  of  the  Arctic,  cradle  the  icebergs  for 
the  North  Pacific. 

There  is,  at  times  at  least,  another  current  of  warm  water  from  the  Indian  Ocean.  It  finds  its  way 
south  midway  between  Africa  and  Australia.  The  whales  (Plate  IX.)  give  indications  of  it.  Nor  need 
we  be  surprised  at  such  a  vast  flow  of  warm  water  as  these  three  currents  indicate  from  the  Indian  Ocean, 
when  we  recollect  that  this  ocean  (§  114)  is  land-locked  on  the  north,  and  that  the  temperature  of  its  waters 
is  frequently  as  high  as  90°  Fahr. 

There  must,  therefore,  be  immense  volumes  of  water  flowing  into  the  Indian  Ocean  to  supply  the 
waste  created  by  these  warm  currents,  and  the  fifteen  or  twenty  feet  of  water  that  observations  tell  us 
are  yearly  carried  off  from  this  ocean  by  evaporation. 
12 


90  THE  WIND  AND  CURRENT  CHARTS. 

On  either  side  of  this  warm  current  that  escapes  from  the  inter-tropical  parts  of  the  Indian  Ocean, 
midway  between  Africa  and  Australia,  an  ice-bearing  current  (Plate  XIX.)  is  found  wending  its  way 
from  the  Antarctic  regions,  with  supplies  of  cold  water,  to  modify  climates  and  restore  the  aqueous 
equilibrium  in  that  part  of  the  world.  These  cold  currents  sometimes  get  as  far  north  with  their  icebergs 
as  40°  south.  The  Gulf  Stream  seldom  permits  them  to  get  so  near  the  equator  as  that  in  the  North 
Atlantic,  but  I  have  known  the  ice-bearing  current  which  passes  east  of  Cape  Horn  into  the  South  Atlantic 
to  convey  its  bergs  as  far  as  the  parallel  of  37°  south  latitude.  This  is  the  nearest  approach  of  icebergs 
to  the  equator. 

118.  These  currents  which  run  out  from  the  inter-tropical  basin  of  that  immense  sea — Indian  Ocean — 
are  active  currents.  They  convey  along  immense  volumes  of  water  containing  vast  quantities  of  salt,  and 
we  know  that  sea  water  enough  to  convey  back  equal  quantities  of  salt,  and  salt  to  keep  up  supplies  for 
the  outgoing  currents,  must  flow  into  or  return  to  the  inter-tropical  regions  of  the  same  sea;  therefore,  if 
observations  were  silent  upon  the  subject,  reason  would  teach  us  to  look  for  currents  here  that  keep  in 
motion  immense  volumes  of  water. 

119.  The  Currents  of  the  Pacific. — The  contrast  has  been  drawn  (§  116)  between  the  China  or 
"  Gulf  Stream"  of  the  North  Pacific,  and  the  Gulf  Stream  of  the  North  Atlantic.  The  course  of  the  China 
Stream  has  never  been  traced  out.  There  is  (Plate  XIX.),  along  the  coast  of  California  and  Mexico,  a 
southwardly  movement  of  waters,  as  there  is  along  the  west  coast  of  Africa  toward  the  Cape  de  Verde 
Islands. 

In  the  open  space  west  of  this  southwardly  set  along  the  African  coast,  there  is  the  famous  Sargasso 
Sea  (Plate  XIX.),  which  is  the  general  receptacle  of  the  drift-wood  and  sea-weed  of  the  Atlantic.  So,  in 
like  manner,  to  the  west  from  California  of  this  other  southwardly  set,  lies  the  pool  into  which  the  drift- 
wood and  sea-weed  of  the  North  Pacific  are  generally  gathered. 

The  natives  of  the  Aleutian  Islands,  where  no  trees  grow,  depend  upon  the  drift-wood  cast  ashore 
there  for  all  the  timber  used  in  the  construction  of  their  boats,  fishing-tackle,  and  household  gear.  Among 
this  timber,  the  camphor-tree,  and  other  woods  of  China  and  Japan,  are  said  to  be  often  recognized.  In 
this  fact  we  have  additional  evidence  touching  this  China  Stream,  as  to  which  (§  119)  but  little,  at  best,  is 
known. 

The  Cold  Asiatic  Current.— Inshore  of,  but  counter  to  the  China  current,  along  the  eastern  shores 
of  Asia,  is  found  (§  116)  a  streak,  or  layer,  or  current  of  cold  water  answering  to  that  between  the  Gulf 
Stream  and  the  American  coast.  This  current,  like  its  fellow  in  the  Atlantic,  is  not  strong  enough  at  all 
times  sensibly  to  affect  the  course  of  navigation ;  but,  like  that  in  the  Atlantic,  it  is  the  nursery  of  most 
valuable  fisheries.  The  fisheries  of  Japan  are  quite  as  extensive  as  those  of  Newfoundland,  and  the  people 
of  each  country  are  indebted  for  their  valuable  supplies  of  excellent  fish  to  the  cold  waters  which  the 
currents  of  the  sea  bring  down  to  their  shores. 

Humboldt's  Current. — The  currents  of  the  Pacific  arc  but  little  understood.  Among  those  about 
which  most  is  thought  to  be  known  is  the  Humboldt  Current  of  Peru,  which  the  great  and  good  man 


CUKRENTS  OF  THE   SEA.  91 

whose  name  it  bears  was  the  first  to  discover.    It  has  been  traced  on  Plate  XIX.  according  to  the  best 
information — defective  at  best — upon  the  subject.     This  current  is  felt  as  far  as  the  equator. 

120.  I  have,  I  believe,  discovered  the  existence  of  a  warm  current  in  the  inter- tropical  regions  of  the 
Pacific,  midway  between  the  American  coast  and  the  shore-lines  of  Australia. 

This  region  affords  an  immense  surface  for  evaporation.  No  rivers  empty  into  it ;  the  annual  fall  of 
rain,  except  in  the  "  equatorial  doldrums,"  is  small,  and  the  evaporation  is  all  that  both  the  northeast  and 
the  southeast  trade-Avinds  can  take  up  and  carry  off.  I  have  marked  on  Plate  XIX.  the  direction  of  the 
supposed  warm  water  current  which  conducts  these  overheated  and  briny  waters  from  the  tropics  in  mid 
ocean  to  the  extra-tropical  regions  where  precipitation  is  in  excess.  Here  being  cooled,  and  agitated,  and 
mixed  up  with  waters  that  are  less  salt,  these  overheated  and  over-salted  waters  from  the  tropics  may  be 
replenished  and  restored  to  their  rounds  in  the  wonderful  system  of  oceanic  circulation. 

121.  There  are  also  about  the  equator  in  this  ocean  some  curious  currents  which  I  do  not  understand, 
and  as  to  which  observations  are  not  sufficient  yet  to  afford  the  proper  explanation  or  description.  There 
are  many  of  them,  some  of  which,  at  times,  run  with  great  force.  On  a  voyage  from  the  Society  to  the 
Sandwich  Islands,  I  encountered  one  running  at  the  rate  of  ninety-six  miles  a  day. 

And  what  else  should  we  expect  in  this  ocean  but  a  system  of  currents  and  counter-currents 
apparently  the  most  uncertain  and  complicated  ?  The  Pacific  Ocean  and  the  Indian  Ocean  may,  in  the 
view  we  are  about  to  take,  be  considered  as  one  sheet  of  water.  This  sheet  of  water  covers  an  area  quite 
equal  in  extent  to  one-half  of  that  embraced  by  the  whole  surface  of  the  earth  ;  and,  according  to  Professor 
Alexander  ^eith  Johnston,  who  so  states  it  in  the  new  edition  of  his  splendid  Physical  Atlas,  the  total  annual 
fall  of  rain  on  the  earth's  surface  is  one  hundred  and  eighty-six  thousand,  two  hundred  and  forty  cubic 
imperial  miles.  Not  less  than  three-fourths  of  the  vapor  which  makes  this  rain  comes  from  this  waste  of 
Avaters ;  but  supposing  that  only  half  of  this  quantity,  i.  e.  ninety-three  thousand,  one  hundred  and  twenty 
cubic  miles  of  rain  falls  upon  this  sea,  and  that  that  much,  at  least,  is  taken  up  from  it  again  as  vapor,  this 
would  give  two  hundred  and  fifty-five  cubic  miles  as  the  quantity  of  water  which  is  daily  lifted  up  and 
poured  back  again  into  this  expanse.  It  is  taken  up  at  one  place  and  rained  down  at  another,  and  in  this 
process,  therefore,  we  have  agencies  for  multitudes  of  partial  and  conflicting  currents,  all,  in  their  set  and 
strength,  apparently  as  uncertain  as  the  winds. 

The  better  to  appreciate  the  operation  of  such  agencies  in  producing  currents  in  the  sea,  now  here, 
now  there,  first  this  way,  and  then  that,  let  us,  by  way  of  illustration,  imagine  a  district  of  two  hundred 
and  fifty-five  square  miles  in  extent  to  be  set  apart  in  the  midst  of  the  Pacific  Ocean,  as  the  scene  of 
operations  for  one  day.  We  must  now  conceive  a  machine  capable  of  pumping  up,  in  the  twenty-four 
hours,  all  the  water  to  the  depth  of  one  mile  in  this  district.  The  machine  must  not  only  pump  up  and 
bear  off' this  immense  quantity  of  water,  but  it  must  discharge  it  again  into  the  sea  on  the  same  day,  but  at 
some  other  place.  Now  here  is  a  force  for  creating  currents  that  is  equivalent  in  its  results  to  the  effects 
that  would  be  produced  by  baling  up,  in  twenty-four  hours,  two  hundred  and  fifty-five  cubic  miles  of 
water  from  one  part  of  the  Pacific  Ocean,  and  emptying  it  out  again  upon  another  part.     The  currents 


92  THE  WIND  AITD  CURRENT  CHARTS. 

that  would  be  created  by  such  an  operation  would  overwhelm  navigation  and  desolate  the  sea;  and, 
happily  for  the  human  race,  the  great  atmospherical  machine,  which  actually  does  perform  every  day,  on 
the  average,  all  this  lifting  up,  transporting,  and  letting  down  of  water  upon  the  face  of  the  grand  ocean, 
does  not  confine  itself  to  an  area  of  two  hundred  and  fifty-five  square  miles,  but  to  an  area  three  hundred 
thousand  times  as  great ;  yet,  nevertheless,  the  same  quantity  of  water  is  kept  in  motion,  and  the  currents, 
in  the  aggregate,  transport  as  much  water  to  restore  the  equilibrium  as  they  would  have  to  do  were  all  the 
disturbance  to  take  place  upon  our  hypothetical  area  of  one  mile  deep  over  the  space  of  two  hundred  and 
fifty-five  square  miles.  Now  when  we  come  to  recollect  that  evaporation  is  lifting  up,  that  the  winds  are 
transporting,  and  that  the  clouds  do  let  down  every  day  actually  such  a  body  of  water,  but  that  it  is  done 
by  little  and  little  at  a  place,  and  by  hair's  breadths  at  a  time,  not  by  parallel opipedons  one  mile  thick — 
that  the  evaporation  is  most  rapid  and  the  rains  most  copious,  not  always  at  the  same  place,  but  now  here, 
now  there,  we  shall  see  actually  existing  in  nature  a  force  sufficient  to  give  rise  to  just  such  a  system  of 
currents  as  that  which  mariuers  find  in  the  Pacific — currents  which  appear  to  rise  in  mid  ocean,  run  at 
unequal  rates,  sometimes  east,  sometimes  west,  but  which  always  lose  themselves  where  they  rise,  viz:  in 
mid  ocean. 

Under  Currents. — Lieutenant  J,  C.  Walsh,  in  the  United  States  schooner  Taney,  and  Lieutenant  S. 
F.  Lee,  in  the  United  States  brig  Dolphin,  both,  while  they  were  carrying  on  a  system  of  observations  in 
connection  with  the  Wind  and  Current  Charts,  had  their  attention  directed  to  the  subject  of  submarine 
currents. 

They  made  some  interesting  experiments  upon  the  subject.  A  block  of  wood  was  loaded  to  sinking, 
and,  by  means  of  a  fishing-line  or  a  bit  of  twine,  let  down  to  the  depth  of  one  hundred  or  five  hundred 
fathoms  (six  hundred  or  three  thousand  feet).  A  small  float,  just  sufficient  to  keep  the  block  from  sinking 
further,  was  then  tied  to  the  line,  and  the  whole  let  go  from  the  boat. 

To  use  their  own  expressions,  "  It  was  wonderful,  indeed,  to  see  this  harrega  move  off,  against  wind, 
and  sea,  and  surface  current,  at  the  rate  of  over  one  knot  an  hour,  as  was  generally  the  case,  and  on  one 
occasion  as  much  as  1|  knots.  The  men  in  the  boat  could  not  repress  exclamations  of  surprise,  for  it  really 
appeared  as  if  some  monster  of  the  deep  had  hold  of  the  weight  below,  and  was  walking  off  with  it."* 
Both  officers  and  men  were  amazed  at  the  sight. 

122.  The  experiments  in  deep-sea  soundings  have  also  thrown  much  light  upon  the  subject  of  under 
currents.  There  is  reason  to  believe  that  they  exist  in  all,  or  almost  all  parts  of  the  deep  sea,  for  never  in 
any  instance  yet  has  the  deep-sea  line  ceased  to  run  out,  even  after  the  plummet  had  reached  the  bottom. 

If  the  line  be  held  fast  in  the  boat,  it  invariably  parts,  showing,  when  two  or  three  miles  of  it  are  out, 
that  the  under  currents  are  sweeping  against  the  bight  of  it  with  what  seamen  call  a  swigging  force,  that  no 
sounding  twine  has  yet  proved  strong  enough  to  withstand. 

Lieutenant  J.  P.  Parker,  of  the  United  States  frigate  Congress,  attempted,  in  1852,  a  deep-sea  sounding 


*  Lieutenant  Walsh. 


CUKREXTS   OF  THE   SEA.  93 

ofT:"  the  coast  of  South  America.  He  was  engaged  with  the  experiment  eight  or  nine  hours,  during  which 
time  a  line  nearly  ten  miles  long  was  paid  out.  Night  coming  on,  he  had  to  part  the'  line  (which  he  did 
simply  by  attempting  to  haul  it  in),  and  return  on  board.  Examination  proved  that  the  ocean  there, 
instead  of  being  over  ten  miles  in  depth,  was  not  over  three,  and  that  the  line  was  swept  out  by  the  force 
of  one  or  more  under  currents.    But  in  what  direction  these  currents  were  running  is  not  known. 

123.  It  may,  therefore,  without  doing  any  violence  to  the  rules  of  philosophical  investigation,  be 
conjectured,  that  the  equilibrium  of  all  the  seas  is  preserved,  to  a  greater  or  less  extent,  by  this  system  of 
currents  and  counter-currents  at  and  below  the  surface. 

If  we  except  the  tides,  and  the  partial  currents  of  the  sea,  such  as  those  that  may  be  created  by  the 
wind,  we  may  lay  it  down  as  a  rule  that  all  the  currents  of  the  ocean  owe  their  origin  to  difference  of 
specific  gravity  between  sea  water  at  one  place  and  sea  water  at  another;  for  wherever  there  is  such  a 
difference,  whether  it  be  owing  to  difference  of  temperature  or  to  difference  of  saltness,  &c.,  it  is  a  difference 
that  disturbs  equilibrium,  and  currents  are  the  consequence.  The  heavier  water  goes  toward  the 
lighter,  and  the  lighter  whence  the  heavier  comes ;  for  two  fluids  differing  in  specific  gravity  (§  36),  and 
standing  at  the  same  level,  cannot  balance  each  other.  It  is  immaterial,  as  before  stated,  whether  this 
difference  of  specific  gravity  be  caused  by  temperature,  by  the  matter  held  in  solution,  or  by  any  other 
thing;  the  effect  is  the  same,  namely,  a  current. 

That  the  sea,  in  all  parts,  holds  in  solution  the  same  kind  of  solid  matter ;  that  its  waters  in  this  place, 
where  it  never  rains,  are  not  salter  than  the  strongest  brine ;  and  that  in  another  place,  where  the  rain  is 
incessant,  they  are  not  entirely  without  .salt,  may  be  taken  as  evidence  in  proof  of  a  system  of  currents  or 
of  circulation  in  the  sea,  by  which  its  waters  are  shaken  up  and  kept  mixed  together  as  though  they  were 
in  a  phial.  Moreover,  we  may  lay  it  down  as  a  law  in  the  system  of  oceanic  circulation,  that  every  current 
in  the  sea  has  its  counter-current ;  in  other  words,  that  the  currents  of  the  sea  are,  like  the  nerves  of  the 
human  system,  arranged  in  pairs;  for  wherever  one  current  is  found  carrying  ofi:'  water  from  this  or  that 
part  of  the  sea,  to  the  same  part  must  some  other  current  convey  an  equal  volume  of  water,  or  else  the 
first  would,  in  the  course  of  time,  cease  for  the  want  of  water  to  supply  it. 

124.  Currents  of  the  Atlantic. — The  principal  currents  of  the  Atlantic  have  been  described  in 
the  chapter  on  the  Gulf  Stream.  Besides  this,  its  eddies  and  its  offsets,  are  the  equatorial  current 
(Plate  XVII.),  and  the  St.  Eoque  or  Brazil  Current.  Their  fountain-head  is  the  same.  It  is  in  the  warm 
waters  about  the  equator,  between  Africa  and  America.  The  former,  receiving  the  Amazon  and  the 
Oronoco  as  tributaries  by  the  way,  flows  into  the  Caribbean  Sea,  and  becomes  with  the  waters  in  which  the 
vapors  of  the  trade-winds  leave  their  salts,  the  feeder  of  the  Gulf  Stream.  The  Brazil  Current,  coming 
from  the  same  fountain,  is  supposed  to  be  divided  by  Cape  St.  Eoque,  one  branch  going  to  the  south 
under  this  name  (Plate  XIX.),  the  other  to  the  westward.  This  last  has  been  a  great  bugbear  to  navigators, 
principally  on  account  of  the  difficulties  which  a  few  dull  vessels  falling  to  leeward  of  St.  Roque  have 
found  in  beating  up  against  it.    It  was  said  to  have  caused  the  loss  of  some  English  transports  in  the  last 


94  THE  WIND  AND  CURRENT  CUARTS. 

century,  which  fell  to  leeward  of  the  Cape  on  a  voyage  to  the  other  hemisphere ;  and  navigators, 
accordingly,  were  advised  to  shun  it  as  a  danger. 

125.  This  current  has  been  an  object  of  special  investigation  during  my  researches  connected  with  the 
Wind  and  Current  Charts,  and  the  result  has  satisfied  me  that  it  is  neither  a  dangerous  nor  a  constant 
current,  notwithstanding  older  writers.  Horsburgh,  in  his  East  India  Directory,  cautions  navigators 
against  it ;  and  Keith  Johnston,  in  his  grand  Physical  Atlas,  published  in  1848,  thus  speaks  of  it : — 

"  This  current  greatly  impedes  the  progress  of  those  vessels  which  cross  the  equator  west  of  23°  west 
longitude,  impelling  them  beyond  Cape  St.  Roque,  when  they  are  drawn  toward  the  northern  coast  of 
Brazil,  and  cannot  regain  their  course  till  after  weeks  or  months  of  delay  and  exertion." 

So  far  from  this  being  the  case,  my  researches  abundantly  prove  that  vessels  which  cross  the  equator 
five  hundred  miles  to  the  west  of  longitude  23°  west,  have  no  difficulty  on  account  of  this  current  in 
clearing  that  cape.  I  receive  almost  daily  the  abstract  logs  of  vessels  that  cross  the  equator  west  of  30° 
west,  and  in  three  days  from  that  crossing  they  are  generally  clear  of  that  cape.  A  few  of  them  report 
the  current  in  their  favor ;  most  of  them  experience  no  current  at  all;  but,  now  and  then,  some  do  find  a 
current  setting  to  the  northward  and  westward,  and  operating  against  them  at  the  rate  of  twenty  miles  a 
day.  The  inter-tropical  regions  of  the  Atlantic,  like  those  of  the  other  oceans  (§  121),  abound  with 
conflicting  currents,  which  no  researches  yet  have  enabled  the  mariner  to  unravel  so  that  he  may  at  all 
times  know  where  they  are  and  tell  how  they  run,  in  order  that  the  navigator  may  be  certain  of  their  help 
when  favorable,  or  sure  of  avoiding  them  if  adverse. 

I  may  here  remark,  that  there  seems  to  be  a  larger  flow  of  polar  waters  into  the  Atlantic  than  of  other 
waters  from  it,  and  I  cannot  account  for  the  preservation  of  the  equilibrium  of  this  ocean  by  any  other 
hypothesis  than  that  which  calls  in  the  aid  of  under  currents.  They,  I  have  no  doubt,  bear  an  important 
part  in  the  system  of  oceanic  circulation. 

Admiral  Sir  Francis  Beaufort,  the  venerable  hydrographer  of  England,  made,  when  in  command  of  her 
Britannic  Majesty's  frigate  Frederiksteen,  in  the  Mediterranean,  some  interesting  experiments  upon  under 
currents,  which  I  should  be  glad  to  see  repeated  in  other  parts  of  the  sea,  especially  between  the 
tropics,  in  the  Atlantic,  Pacific,  and  Indian  Oceans,  and  wherever  the  water  is  remarkably  transparent. 

That  officer  says  : — 

"The  counter-currents,  or  those  which  return  beneath  the  surface  of  the  water,  are  also  very 
remarkable  ;  in  some  parts  of  the  Archipelago  they  are  at  times  so  strong  as  to  prevent  the  steering  of  the 
ship  ;  and,  in  one  instance,  on  sinking  the  lead,  when  the  sea  was  calm  and  clear,  with  shreds  of  bunting 
of  various  colors  attached  to  every  yard  of  the  line,  they  pointed  in  difierent  directions  all  around  the 
compass." 

The  Gulf  Stream  is  unique ;  it  is  the  anomaly  of  the  sea ;  its  bearings  upon  commerce  and  naviga- 
tion are  highly  important — a  separate  chapter  will  be  devoted  to  it  in  this  light. 


THE  GULF  STREAM.  95 


CHAPTEE    VTII. 


* 


THE     GULF     stream; 

Its  color,  ?  126.— The  Sargasso  Sea,  129. — Galvanic  Properties  of  Gulf  Stream  Waters,  130. — Agents  tliat  make  Water  in  one  part  of  the 
Sea  heavier  than  in  another,  132. — Temperature  of  the  Gulf  Stream,  136. — Why  the  Drift  Matter  of  the  Gulf  Stream  is  sloughed  off 
to  the  right  of  its  Course,  138. — Currents  run  along  arcs  of  Great  Circles,  142. — The  Force  derived  from  Changes  of  Temperature, 
143. — Limits  of  the  Gulf  Stream  for  March  and  September,  144. — A  Cushion  of  Cold  Water  between  the  Bottom  of  the  Sea  and  the 
Waters  of  the  Gulf  Stream,  146.— It  runs  up  hill,  140. 

§  126.  The  water  of  the  Gulf  Stream,  as  far  out  from  the  Gulf  as  the  Carolina  coasts,  is  of  an  indigo 
blue.  It  is  so  distinctly  marked,  that  the  line  of  junction  with  the  common  sea  water  may  be  traced  by 
the  eye.  Often  one-half  of  the  vessel  may  be  perceived  floating  in  Gulf  Stream  water,  while  the  other 
half  is  in  common  water  of  the  sea ;  so  sharp  is  the  line,  and  such  the  want  of  affinity  between  those 
waters,  and  the  reluctance,  on  the  part  of  those  of  the  Gulf  Stream,  to  mingle  with  the  common  water 
of  the  sea. 

What  is  the  cause  of  the  Gulf  Stream  has  always  puzzled  philosophers.  Modern  investigations  and 
examinations  are  beginning  to  throw  some  light  upon  the  subject,  though  all  is  not  yet  clear. 

1.  Early  writers  maintained  that  the  Mississippi  Eiver  was  the  father  of  the  Gulf  Stream.  Its  floods, 
they  said,  produce  it ;  for  its  velocity,  it  was  held,  could  be  computed  by  the  rate  of  the  current  of  the 
river. 

Captain  Livingston  overturned  this  hypothesis  by  showing  that  the  volume  of  water  which  the 
Mississippi  River  empties  into  the  Gulf  of  Mexico  is  only  equal  to  about  the  three-thousandth  part  of  that 
which  escapes  from  it  through  the  Gulf  Stream. 

2.  Moreover,  the  water  of  the  Gulf  Stream  is  salt — of  the  Mississippi,  fresh  ;  and  those  philosophers 
forgot  that  just  as  much  salt  as  escapes  from  the  Gulf  of  Mexico  through  this  stream,  must  enter  the  Gulf 
through  some  other  channel  from  the  main  ocean ;  for,  if  it  did  not,  the  Gulf  of  Mexico,  unless  it  had  a 
salt-bed  at  the  bottom,  or  was  fed  with  salt-springs  below — neither  of  which  is  probable — would,  in  process 
of  time,  become  a  fresh- water  basin. 

The  above  quoted  argument  of  Captain  Livingston,  however,  was  held  to  be  conclusive ;  and  upon 
the  remains  of  the  hypothesis  which  he  had  so  completely  overturned,  he  set  up  another,  which,  in  turn, 
has  been  upset.  In  it  he  ascribed  the  velocity  of  the  Gulf  Stream  as  depending  "  on  the  motion  of  the  sun 
in  the  ecliptic,  and  the  influence  he  has  on  the  waters  of  the  Atlantic." 

But  the  opinion  that  came  to  be  the  most  generally  received  and  deep  rooted  in  the  mind  of  seafaring 
people  was  the  one  repeated  by  Dr.  Franklin,  and  which  held  that  the  Gulf  Stream  is  the  escaping  of  the 


*   Vide  Maury's  Physical  Geography  of  the  Sea. 


96  THE  WIND  AND  CURRENT  CHARTS. 

waters  that  have  been  forced  into  the  Caribbean  Sea  by  the  trade-winds,  and  that  it  is  the  pressure  of  those 
winds  upon  the  water  which  forces  up  into  that  sea  a  head,  as  it  were,  for  this  stream. 

We  know  of  instances  in  which  waters  have  been  accumulated  on  one  side  of  a  lake,  or  in  one  end  of 
a  canal,  at  the  expense  of  the  other.  But  they  are  rare,  sudden,  and  partial,  and,  for  the  most  part, 
confined  to  sheets  of  shoal  water  where  the  ripples  are  proportionably  great.  As  far  as  they  go,  the 
pressure  of  the  trade-winds  may  assist  to  give  the  Gulf  Stream  its  initial  velocity,  but  is  it  of  itself 
adequate  to  such  an  effect  ?  To  my  mind,  the  laws  of  hydrostatics,  as  at  present  expounded,  appear  by 
no  means  to  warrant  the  conclusion  that  it  is,  unless  the  aid  of  other  agents  also  be  brought  to  bear. 

Admiral  Smyth,  in  his  valuable  memoir  on  the  Mediterranean  (p.  162),  mentions  that  a  continuance  in 
the  Sea  of  Tuscany  of  ffusty  gales  from  the  southwest  has  been  known  to  raise  its  surface  no  less  than 
twelve  feet  above  its  ordinary  level.  This,  he  says,  occasions  a  strong  surface  drift  through  the  Strait  of 
Bonifaccio.  But  in  this  we  have  nothing  like  the  Gulf  Stream ;  no  deep  and  narrow  channel  way  to 
conduct  these  waters  off"  like  a  miniature  river  even  in  the  sea,  but  a  mere  surface  flow,  such  as  usually 
follows  the  piling  up  of  water  in  any  pond  or  gulf  above  the  ordinary  level.  The  Bonifaccio  current  does 
not  flow  like  a  river  in  the  sea  across  the  Mediterranean,  but  it  spreads  itself  out  as  soon  as  it  passes  the 
Straits,  and,  like  a  circle  on  the  water,  loses  itself  by  broad  spreading  as  soon  as  it  gets  to  sea. 

127.  Supposing  the  pressure  of  the  waters  that  axe  forced  into  the  Caribbean  Sea  by  the  trade- winds 
to  be  the  sole  cause  of  the  Gulf  Stream,  that  sea  and  the  Mexican  Gulf  should  have  a  much  higher  level 
than  the  Atlantic.  Accordingly,  the  advocates  of  this  theory  require  for  its  support  "a  great  degree  of 
elevation."  Major  Rennell  likens  the  stream  to  "an  immense  river  descending  from  a  higher  level  into  a 
plain."  Now  we  know  very  nearly  the  average  breadth  and  velocity  of  the  Gulf  Stream  in  the  Florida 
Pass.  We  also  know,  with  a  like  degree  of  approximation,  the  velocity  and  breadth  of  the  same  waters  off 
Cape  Hatteras.  Their  breadth  here  is  about  seventy-five  miles  against  thirty-two  in  the  "Narrows"  of  the 
Straits,  and  their  mean  velocity  is  three  knots  off  Hatteras  against  four  in  the  "  Narrows."  This  being  the 
case,  it  is  easy  to  show  that  the  depth  of  the  Gulf  Stream  off  Hatteras  is  not  so  great  as  it  is  in  the 
"Narrows"  of  Bemini  by  nearly  50  per  cent.,  and  that,  consequently,  instead  of  descending,  its  bed 
represents  the  surface  of  an  inclined  plane  tilted  down  from  the  north,  and  up  which  the  lower  depths  of 
the  stream  must  ascend.  If  we  assume  its  depth  off  Bemini  to  be  two  hundred  fathoms,  which  are  thought 
to  be  within  limits,  the  above  rates  of  breadth  and  velocity  will  give  one  hundred  and  fourteen  fathoms 
for  its  depth  off  Hatteras.  The  waters,  therefore,  which  in  the  Straits  are  below  the  level  of  the  Hatteras 
depth,  so  far  from  descending,  are  actually  forced  up  an  inclined  plane,  whose  submarine  ascent  Is  not  less 
than  ten  inches  to  the  mile. 

The  Niagara  is  an  "immense  river  descending  into  a  plain."  But  instead  of  preserving  its  character 
in  Lake  Ontario  as  a  distinct  and  well-defined  stream  for  several  hundred  miles,  it  spreads  itself  out,  and 
its  waters  are  immediately  lost  in  those  of  the  lake.  Why  should  not  the  Gulf  Stream  do  the  same  ?  It 
gradually  enlarges  itself,  it  is  true;  but,  instead  of  mingling  with  the  ocean  by  broad  spreading,  as  the 


THE  QULF  STREAM.  Mf 

"immense  rivers"  descending  into  tlie  northern  lakes  do,  its  waters,  like  a  stream  of  oil  in  the  ocean, 
preserve  a  distinctive  character  for  nearly  three  thousand  miles. 

128.  Moreover,  while  the  Gulf  Stream  is  running  to  the  north  from  its  supposed  elevated  level  at  the 
south,  there  is  a  cold  current  coming  down  from  the  north ;  meeting  the  warm  waters  of  the  Gulf  midway  the 
ocean,  it  divides  itself,  and  runs  by  the  side  of  them  right  back  into  those  very  reservoirs  at  the  south,  to 
which  theory  gives  an  elevation  sufficient  to  send  out  entirely  across  the  Atlantic  a  jet  of  warm  water  said 
to  be  more  than  three  thousand  times  greater  in  volume  than  the  Mississippi  River.  This  current  from 
Baffin's  Bay  has  not  only  no  trade-winds  to  give  it  a  head,  but  the  prevailing  winds  are  unfavorable  to  it, 
and  for  a  great  part  of  the  way  it  is  below  the  surface,  and  far  beyond  the  propelling  reach  of  any  wind. 
And  there  is  every  reason  to  believe  that  this  polar  current  is  quite  equal  in  volume  to  the  Gulf  Stream. 
Are  they  not  the  effects  of  like  causes  ?  If  so,  what  have  the  trade-winds  to  do  with  the  one  more  than 
the  other  ? 

It  is  a  custom  often  practised  by  seafaring  people  to  throw  a  bottle  overboard,  with  a  paper,  stating 
the  time  and  place  at  which  it  is  done.  In  the  absence  of  other  information  as  to  currents,  that  afforded 
by  these  mute  little  navigators  is  of  great  value.  They  leave  no  tracks  behind  them,  it  is  true,  and  their 
routes  cannot  be  ascertained.  But  knowing  where  they  were  cast,  and  seeing  where  they  are  found,  some 
idea  may  be  formed  as  to  their  course.  Straight  lines  may  at  least  be  drawn,  showing  the  shortest  distance 
from  the  beginning  to  the  end  of  their  voyage,  with  the  time  elapsed.  Captain,  now  Admiral  Beechey, 
E.  N.,  has  prepared  a  chart,  representing,  in  this  way,  the  tracks  of  more  than  one  hundred  bottles.  From 
it,  it  appears  that  the  waters  from  every  quarter  of  the  Atlantic  tend  toward  the  Gulf  of  Mexico  and  its 
stream.  Bottles  cast  into  the  sea  midway  between  the  Old  and  the  New  Worlds,  near  the  coasts  of  Europe, 
Africa,  and  America,  at  the  extreme  north  or  furthest  south,  have  been  found,  either  in  the  West  Indies  or 
within  the  well-known  range  of  Gulf  Stream  waters. 

Of  two  cast  out  together  in  south  latitude  on  the  coast  of  Africa,  one  was  found  on  the  island  of 
Trinidad;  the  other  on  Guernsey,  in  the  English  Channel. 

In  the  absence  of  positive  information  on  the  subject,  the  circumstantial  evidence  that  the  latter 
performed  the  tour  of  the  Gulf  is  all  but  conclusive. 

Another  bottle,  thrown  over  off  Cape  Horn  by  an  American  master  in  1837,  has  been  recently  picked 
up  on  the  coast  of  Ireland.  An  inspection  of  the  chart,  and  of  the  drift  of  the  other  bottles,  seems  to 
force  the  conclusion  that  this  bottle  too  went  even  from  that  remote  region  to  tlie  so-called  higher  level  of 
the  Gulf  Stream  reservoir. 

129.  Midway  the  Atlantic,  in  the  triangular  space  between  the  Azores,  Canaries,  and  the  Cape  de 
Verde  Islands,  is  the  Sargasso  Sea.  (Plate  XVII.)  Covering  an  area  equal  in  extent  to  the  Mississippi 
Valley,  it  is  so  thickly  matted  over  with  Gulf  weed  [fucus  natans),  that  the  speed  of  vessels  passing 
through  it  is  often  much  retarded.  When  the  companions  of  Columbus  saw  it,  they  thought  it  marked 
the  limits  of  navigation,  and  became  alarmed.  To  the  eye,  at  a  little  distance,  it  seems  substantial  enougli 
to  walk  upon.     Patches  of  the  weed  are  always  to  be  seen  floating  along  the  Gulf  Stream.    Now,  if  bits 

13 


98  THE  WIND  AND  CURRENT  CHARTS. 

of  cork  or  cliaff,  or  any  floating  substance,  be  put' into  a  basin,  and  a  circular  motion  be  given  to  the 
Avater,  all  tbe  light  substances  will  be  found  crowding  togetlier  near  the  centre  of  tlie  pool,  where  there  is 
the  least  motion.  Just  such  a  basin  is  the  Atlantic  Ocean  to  the  Gulf  Stream,  and  the  Sargasso  Sea  is  the 
centre  of  the  whirl.  Columbus  first  found  this  weedy  sea  in  his  voyage  of  discovery;  there  it  has 
remained  to  this  day ;  and  certain  observations  as  to  its  limits,  extending  back  for  fifty  years,  assure  us 
that  its  position  has  not  been  altered  since  that  time.  This  indication  of  a  circular  motion  by  the  Gulf 
Stream  is  corroborated  by  the  bottle  chart  and  other  sources  of  information.  If,  therefore,  this  be  so,  why 
give  the  endless  current  a  higher  level  in  one  part  of  its  course  than  another? 

Nay,  more;  at  the  very  season  of  the  year  when  the  Gulf  Stream  is  rushing  in  greatest  volume 
through  the  Straits  of  Florida,  and  hastening  to  the  north  with  the  greatest  rapidity,  there  is  a  cold  stream 
from  Baffin's  Bay,  Labrador,  and  the  coasts  of  the  north,  running  to  the  south  with  equal  velocity. 
Where  is  the  trade-wind  that  gives  the  high  level  to  Baffin's  Bay,  or  that  even  presses  upon,  or  assists  to 
put  this  current  in  motion  ?  The  agency  of  winds  in  producing  currents  in  the  deep  sea  must  be  very 
partial.  These  two  currents  meet  off  the  Grand  Banks,  where  the  latter  is  divided.  One  part  of  it 
underruns  the  Gulf  Stream,  as  is  shown  by  the  icebergs  which  are  carried  in  a  direction  tending  across  its 
course.  The  probability  is,  that  this  "fork"  continues  on  toward  the  south,  and  runs  into  the  Caribbean 
Sea,  for  the  temperature  of  the  water  at  a  little  depth  there  has  been  found  far  below  the  mean 
temperature  of  the  earth,  and  quite  as  cold  as  at  a  corresponding  depth  off  the  Arctic  shores  of 
Spitzbergen. 

More  water  cannot  run  from  the  equator  or  the  pole  than  to  it.  If  we  make  the  trade-winds 
cause  the  former,  some  other  wind  must  produce  the  latter ;  but  these,  for  the  most  part,  and  for  great 
distances,  are  submarine,  and  therefore  beyond  the  influence  of  winds.  Hence  it  should  appear  that  winds 
have  little  to  do  with  the  general  system  of  aqueous  circulation  in  the  ocean. 

The  other  "  fork"  runs  between  us  and  the  Gulf  Stream  to  the  south,  as  already  described.  As  far  as 
it  has  been  traced,  it  warrants  the  belief  that  it,  too,  runs  up  to  seek  the  so-called  higher  level  of  the 
Mexican  Gulf. 

The  power  necessary  to  overcome  the  resistance  opposed  to  such  a  body  of  water  as  that  of  the  Gulf 
Stream,  running  several  thousand  miles  without  any  renewal  of  impulse  from  the  forces  of  gravitation  or 
any  other  known  cause,  would  be  truly  surprising. 

The  facts  so  far  derived  from  observation,  afford  us  at  best  but  a  mere  glimmer  of  light,  by  no  means 
sufficient  to  make  any  mind  clear  as  to  a  higher  level  of  the  Gulf,  or  as  to  the  sufficiency  of  any  other  of 
the  causes  assigned  for  this  wonderful  stream.  If  it  be  necessary  to  resort  to  a  higher  level  in  the  Gulf  to 
account  for  the  velocity  off"  Hatteras,  I  cannot  perceive  why  we  should  not,  with  like  reasoning,  resort  to  a 
higher  level  off  Hatteras  also  to  account  for  the  velocity  off  the  Grand  Banks,  and  thus  make  the  Gulf 
Stream,  throughout  its  circuit,  a  descending  current,  and,  by  the  reductio  ad  absurdum,  show  that  the  trade- 
winds  are  not  adequate  to  the  effect  ascribed. 

When  facts  are  wanting,  it  often  happens  that  hypothesis  will  serve,  in  their  stead,  all  the  purposes  of 


THK   GULF  STREAM,  99 

mere  illustration.  Let  us,  therefore,  suppose  a  globe  of  the  earth's  size,  having  a  solid  nucleus,  and 
covered  all  over  with  water  two  hundred  fathoms  deep;  and  that  every  source  of  heat  and  cause  of 
radiation  be  removed,  so  that  its  fluid  temperature  becomes  constant  and  uniform  throughout.  On  such  a 
globe,  the  equilibrium  remaining  undisturbed,  there  would  be  neither  wind  nor  current. 

Let  us  now  suppose  that  all  the  water  within  the  tropics,  to  the  depth  of  one  hundred  fathoms, 
suddenly  becomes  oil.  The  aqueous  equilibrium  of  the  planet  is  thereby  disturbed,  and  a  general  system 
of  currents  and  counter-currents  is  inunediately  commenced — the  oil,  in  an  unbroken  sheet  on  the  surface, 
running  toward  the  poles,  and  the  water,  in  an  under  current,  toward  the  equator.  The  oil  is  supposed,  as 
it  reaches  the  polar  basin,  to  be  reconverted  into  water,  and  the  water  to  become  oil  as  it  crosses  Cancer 
and  Capricorn,  rising  to  the  surface  and  returning  as  before. 

Thus,  without  wind,  we  should  have  a  perpetual  and  uniform  system  of  tropical  and  polar  currents. 
In  consequence  of  diurnal  rotation  of  the  planet  on  its  axis,  each  particle  of  oil,  were  resistance  small, 
would  approach  the  poles  on  a  spiral  turning  to  the  east,  with  a  relative  velocity  greater  and  greater,  until, 
finally,  it  would  reach  the  pole  and  whirl  about  it  at  the  rate  of  nearly  a  thousand  miles  the  hour. 
Becoming  water,  and  losing  its  velocity,  it  would  approach  the  tropics  by  a  similar,  but  inverted  spiral, 
turning  toward  the  west.  Owing  to  the  principle  here  alluded  to,  all  currents  from  the  equator  to  the 
poles  should  have  an  eastward  tendency,  and  all  from  the  poles  toward  the  equator  a  westward. 

Let  us  now  suppose  the  solid  nucleus  of  this  hypothetical  globe  to  assume  the  exact  form  and  shape  of 
the  bottom  of  our  seas,  and  in  all  respects,  as  to  figure  and  size,  to  represent  the  shoals  and  islands  of  the 
sea,  as  well  as  the  coast  lines  and  continents  of  the  earth.  The  uniform  system  of  currents  just  described 
would  now  be  interrupted  by  obstructions  and  local  causes  of  various  kinds,  such  as  unequal  depth  of 
water,  contour  of  shore-lines,  &c. ;  and  we  should  have  at  certain  places  currents  greater  in  volume  and 
velocity  than  at  others.  But  still  there  would  be  a  system  of  currents  and  counter-currents  to  and  from 
either  pole  and  the  equator.  Now,  do  not  the  cold  waters  of  the  north,  and  the  warm  waters  of  the  Gulf, 
made  specifically  lighter  by  tropical  heat,  which  we  see  actually  preserving  such  a  system  of  counter- 
currents,  hold,  at  least  in  some  degree,  the  relation  of  the  supposed  water  and  oil  ? 

In  obedience  to  the  laws  here  hinted  at,  there  is  a  constant  tendency  of  polar  waters  toward  the 
tropics,  and  of  tropical  waters  toward  the  poles.  Captain  Wilkes,  of  the  United  States  Exploring 
Expedition,  crossed  one  of  these  hyperborean  under  currents  two  hundred  miles  in  breadth  at  the 
equator. 

Assuming  the  maximum  velocity  of  the  Gulf  Stream  at  five  knots,  and  its  depth  and  breadth  in  the 
Narrows  of  Bernini  as  before  (§  127),  the  vertical  section  across  would  present  an  area  of  two  hundred 
millions  of  square  feet  moving  at  the  rate  of  seven  feet  three  inches  per  second.  The  difference  of  specific 
gravity  between  the  volume  of  Gulf  water  that  crosses  this  sectional  line  iu  one  second,  and  an  equal 
volume  of  water  at  the  ocean  temperature  of  the  latitude,  is  fifteen  millions  of  pounds.  If  these  estimated 
dimensions  (assumed  merely  for  the  purposes  of  illustration)  be  within  limits,  the  then  force  per  second, 


100  THE  WIND  AND  CURRENT  CHARTS. 

operating  here  to  propel  the  waters  of  the  Gulf  toward  the  pole,  is  the  equilibrating  tendency  due  to 
fifteen  millions  of  pounds  of  water  in  the  latitude  of  Bernini. 

In  investigating  the  currents  of  the  seas,  such  agencies  should  be  taken  into  account.  I  doubt 
whether  this  one  is  sufficient  of  itself  to  produce  a  stream  of  such  great  velocity  as  that  of  the  Gulf;  for, 
assuming  its  estimated  discharge  to  be  correct,  the  proposition  is  almost  susceptible  of  mathematical 
demonstration,  that  to  overcome  the  resistance  opposed  in  consequence  of  its  velocity  would  require  a 
force  at  least  suiScient  to  drive,  at  the  rate  of  three  miles  the  hour,  ninety  thousand  millions  of  tons  up  an 
inclined  plane  having  an  ascent  of  three  inches  to  the  mile.*  Yet  the  very  principle  from  which  this 
agent  is  derived  is  admitted  to  be  one  of  the  chief  causes  of  those  winds  which  are  said  to  be  the  sole 
cause  of  this  current, 

130.  The  chemical  properties,  or,  if  the  expression  be  admissible,  the  galvanic  properties  of  the  Gulf 
Stream  waters,  as  they  come  from  their  fountains,  are  different,  or,  rather,  more  intense  than  they  are  in 
sea  water  generally. 

In  1843,  the  Secretary  of  the  Navy  took  measures  for  procuring  a  series  of  observations  and 
experiments  with  regard  to  the  corrosive  effects  of  sea  water  upon  the  copper  sheathing  of  ships.  With 
patience,  care,  and  labor,  these  researches  were  carried  on  for  a  period  of  ten  years ;  and  it  is  said  the  fact 
has  been  established,  that  the  copper  on  the  bottom  of  ships  cruising  in  the  Caribbean  Sea  and  Gulf  of 
Mexico  suffers  more  from  the  action  of  sea  water  upon  it  than  does  the  copper  of  ships  cruising  in  any 
other  part  of  the  ocean.  In  other  words,  the  salts  of  these  waters  create  the  most  powerful  galvanic 
battery  that  is  found  in  the  ocean. 

131.  Now  it  may  be  supposed — other  things  being  equal — that  the  strength  of  this  galvanic  battery 
in  the  sea  depends,  in  some  measure,  upon  the  proportion  of  salts  that  the  sea  waters  hold  in  solution. 

If,  therefore,  in  the  absence  of  better  information,  this  suggestion  be  taken  as  a  probability,  we  may  go 
a  step  further,  and  draw  the  inference  that  the  waters  of  the  Gulf  Stream,  as  they  rush  out  in  such  volume 
and  with  such  velocity  into  the  Atlantic,  have  not  only  chemical  affinities  peculiar  to  themselves,  but, 
having  more  salts,  they  are  therefore  specifically  heavier  than  the  sea  water  through  which  they  flow  in 
such  a  clear  and  well-defined  channel. 

The  affmities  of  which  I  speak,  and  which  are  manifested  in  the  reluctance  of  the  Gulf  Stream  to 
mingle  its  waters  with  those  of  the  ocean  (§  126),  may  be  the  resultant  of  their  galvanic  properties,  higher 
temperature,  and  greater  degree  of  saltness,  all  combined. 

If  the  story  told  by  the  copper  (§  130)  be  taken  to  mean  a  higher  point  of  saturation  with  salts,  and, 
consequently,  a  greater  specific  gravity  for  the  waters  of  the  Gulf  and  Caribbean  Sea  than  for  the  waters  of 
the  broad  ocean  at  the  same  temperature,  then  we  should  have  as  a  source  for  the  initial  velocity  of  the 
Gulf  Stream,  not,  indeed,  a  higher  level  of  the  waters  in  the  Gulf,  but  a  greater  density. 

Now  a  greater  density,  implying,  of  course,  a  greater  specific  gravity,  would  serve,  as  well  as  a  higher 


♦  Supposing  there  be  no  resistance  from  friction. 


THE   GULF  STREAM.  101 

level,  to  impart  an  initial  velocity,  but  with  this  difference :  the  heavier  waters  would,  by  reason  of  their 
greater  pressure,  be  ejected  through  the  most  convenient  aperture  out  into  the  ocean  of  lighter  waters  by  a 
sort  of  squirting  force.  But  what,  it  may  be  asked,  should  make  the  waters  of  the  Mexican  Gulf  and 
Caribbean  Sea  salter  than  the  waters  of  like  temperature  in  those  parts  of  the  ocean  through  which 
the  Gulf  Stream  flows  ? 

132.  There  are  physical  agents  that  are  known  to  be  at  work  in  different  parts  of  the  ocean,  the 
tendency  of  which  is  to  make  the  waters  in'  one  part  of  the  ocean  salter  and  heavier,  and  in  another  part 
lighter  and  less  salt  than  the  average  of  sea  water.  These  agents  are  those  employed  by  sea-shells  in 
secreting  solid  matter  for  their  structures,  also  of  heat*  and  radiation,  evaporation  and  precipitation. 

In  the  trade-wind  regions  at  sea  (Plate  XVIII.),  evaporation  is  generally  in  excess  of  precipitation, 
while  in  the  extra-tropical  regions  the  reverse  is  the  case ;  that  is,  the  clouds  let  down  more  water  than 
the  winds  take  up  again  ^  and  these  are  the  regions  in  which  the  Gulf  Stream  enters  the  Atlantic. 

133.  Along  the  shores  of  India,  where  experiments  have  been  carefully  made,  the  evaporation  amounts 
to  three-fourths  of  an  inch  daily.  Suppose  it  in  the  trade-wind  region  of  the  Atlantic  to  amount  to  only 
half  an  inch,  that  would  give  an  annual  evaporation  of  say  fifteen  feet.  In  the  process  of  evaporation  from 
the  sea,  fresh  water  only  is  taken  up,  the  salts  are  left  behind. 

Now  a  layer  of  sea  water  fifteeu  feet  deep,  and  as  broad  as  the  trade-wind  belts  of  the  Atlantic,  and 
reaching  across  the  ocean,  contains  an  immense  amount  of  salts. 

134.  The  great  equatorial  current  (Plate  XVII.)  which  sweeps  from  the  shores  of  Africa  across  the 
Atlantic  into  the  Caribbean  Sea  is  a  surface  current ;  and  may  it  not  bear  into  that  sea  a  large  portion  of 
those  waters  that  have  satisfied  the  thirsty  trade-winds  with  saltless  vapor  ?  If  so — and  it  probably  does 
— have  we  not  detected  here  the  foot-prints  of  an  agent  that  does  tend  to  make  the  waters  of  the  Caribbean 
Sea  Salter,  and  therefore  heavier  than  the  average  o£sea  water? 

It  is  immaterial,  so  far  as  the  correctness  of  the  principle  upon  which  this  reasoning  depends  is 
concerned,  whether  the  annual  evaporation  from  the  trade-wind  regions  of  the  Atlantic  be  fifteen,  ten,  or 
five  feet.  The  layer  of  water,  whatever  be  its  thickness,  that  is  evaporated  from  this  part  of  the  ocean,  is 
not  all  poured  back  by  the  clouds  in  the  same  place  whence  it  came.  But  they  take  it  and  pour  it  down 
in  showers  upon  the  extra-tropical  regions  of  the  earth — on  the  land  as  well  as  in  the  sea — where,  as 
a  rule,  more  water  is  let  down  than  is  taken  up  into  the  clouds  again.  Suppose  the  excess  of  precipitation 
in  these  extra-tropical  regions  of  the  sea  amounts  to  but  twelve  inches,  or  even  to  but  two,  it  is  twelve 
inches  or  two  inches,  as  the  case  may  be,  of  fresh  water  added  to  the  sea  in  those  parts,  and  which,  there- 
fore, tends  to  lessen  the  specific  gravity  of  sea  water  there  to  that  extent ;  j^nd  for  the  simple  reason,  that 
what  is  taken  from  one  scale,  by  being  put  into  the  other,  reduplicates  the  difference. 

Now,  that  we  may  form  some  idea  as  to  the  influence  which  the  salts  left  by  the  vapor  that  the  trade- 
winds,  northeast  and  southeast,  take  up  from  sea  water,  is  calculated  to  exert  in  creating  currents,  let  us 


*  According  to  Doctor  Marcet,  sea  water  contracts  down  to  28°, 


102  THE  WIND  AND  CURREKT  CHARTS. 

make  a  partial  calculation  to  show  how  much  salt  this  vapor  held  in  solution  before  it  was  taken  up,  and, 
of  course,  while  yet  in  the  state  of  sea  water.  The  northeast  trade-wind  regions  of  the  Atlantic  embrace 
an  area  of  at  least  three  million  square  miles ;  and  the  yearly  evaporation  from  it  is  (§  133),  we  will 
suppose,  fifteen  feet.  The  salt  that  is  contained  in  a  mass  of  sea  water,  covering  to  the  depth  of  fifteen 
feet  an  area  of  three  million  square  miles  in  superficial  extent,  would  be  sufficient  to  cover  the  British 
islands  to  the  depth  of  fourteen  feet.  As  this  water  supplies  the  trade-winds  with  vapor,  it  therefore 
becomes  salter,  and  as  it  becomes  salter,  the  forces  of  aggregation  among  its  particles  are  increased,  as  we 
may  infer  from  the  fact  (§  131)  that  the  waters  of  the  Gulf  Stream  are  reluctant  to  mix  with  those  of  the 
ocean. 

Now,  whatever  may  be  the  cause  that  enables  these  waters  to  remain  on  the  surface,  whether  it  be 
from  the  fact  just  stated,  and  in  consequence  of  which  the  waters  of  the  Gulf  Stream  are  held  together  in 
their  channel;  or  whether  it  be  from  the  fact  that  the  expansion  from  the  heat  of  the  torrid  zone  is  suffi- 
cient to  compensate  for  this  increased  saltness ;  or  whether  it  be  from  both  of  these  influences  together 
that  these  waters  are  kept  on  the  surface,  suffice  it  to  say,  we  do  know  that  they  go  into  the  Caribbean  Sea 
(§  134)  as  a  surface  current.  The  trade-winds,  by  their  constant  force,  may  assist  to  skim  them  off  from 
the  Atlantic,  and  push  them  along  into  the  Caribbean  Sea,  whence,  for  causes  unknown,  they  escape  by 
the  channel  of  the  Gulf  Stream  in  preference  to  any  other. 

135.  In  the  present  state  of  our  .knowledge  concerning  this  wonderful  phenomenon — for  the  Gulf 
Stream  is  one  of  the  most  marvellous  things  in  the  ocean — we  can  do  little  more  than  conjecture.  But  we 
have  two  causes  in  operation  which  we  may  safely  assume  are  among  those  concerned  in  producing  the 
Gulf  Stream.  One  of  these  is  in  the  increased  saltness  of  its  water  after  the  trade-winds  have  been  supplied 
with  vapor  from  it;  and  the  other  is  in  the  diminished  quantum  of  salt  which  the  Baltic  and  the  North  Sea 
contain.  The  waters  of  the  Baltic  are  nearly  fresh ;  they  contain  only  about  half  as  much  salt  as  sea  water 
does  generally. 

Now  here  we  have,  on  one  side,  the  Caribbean  Sea  and  Gulf  of  Mexico,  with  their  waters  of  brine ; 
on  the  other,  the  Baltic  and  the  North  Sea,  with  waters  that  are  but  little  more  than  brackish.  In  one  set 
of  these  sea-basins  the  water  is  heavy;  in  the  other,  it  is  light.  Between  them  the  ocean  intervenes;  but 
water  is  bound  to  seek  and  to  maintain  its  level ;  and  here,  therefore,  we  unmask  one  of  the  agents 
concerned  in  causing  the  Gulf  Stream.  What  is  the  influence  of  this  agent — that  is,  how  great  is  it,  and 
to  what  extent  does  it  go — we  cannot  say;  only  it  is  at  least  one  of  the  agents  concerned.  Moreover, 
speculate  as  we  may  as  to  all  the  agencies  concerned  in  collecting  these  waters,  that  have  supplied  the 
trade- winds  with  vapor,  into  the  Caribbean  Sea,  and  then  in  driving  them  across  the  Atlantic,  of  this  we  may 
be  sure,  that  the  salt  which  the  trade-wind  vapor  leaves  behind  in  the  tropics  has  to  be  conveyed  away  from 
the  trade- wind  region,  to  be  mixed  up  again  in  due  proportion  with  the  other  water  -of  the  sea — the  Baltic 
included — and  that  these  are  the  waters  which  we  see  ruiming  off  through  the  Gulf  Stream.  To  convey 
them  away  is  one  of  the  offices  which,  in  the  economy  of  the  ocean,  has  been  assigned  to  it. 

136.  As  to  the  temperature  of  the  Gulf  Stream,  there  is,  in  a  winter's  day,  off  Hatteras,  and  even  as 


THE   GULF  STREAM.  103 

high  up  as  the  Grand  Banks  in  mid  ocean,  a  difference  between  its  waters  and  those  of  the  ocean  of  nearly 
20°,  and  even  80°.  Water,  we  know,  expands  by  heat,  and  here  the  difference  of  temperature  may 
more  than  compensate  for  the  difference  of  saltness,  and  leave,  therefore,  the  waters  of  the  Gulf  lighter  by 
reason  of  their  warmth. 

137.  Being  lighter  and  adhesive,  they  should  therefore  occupy  a  higher  level  than  those  through 
which  they  flow.  Assuming  the  depth  off  Hatteras  to  be  one  hundred  and  fourteen  fathoms,  and  allowing 
the  usual  rates  of  expansion  for  sea  water,  figures  show  that  the  middle  or  axis  of  the  Gulf  Stream  there 
should  be  nearly  two  feet  higher  than  the  contiguous  waters  of  the  Atlantic.  Hence  the  surface  of  the 
stream  should  present  a  double  inclined  plane,  from  which  the  water  would  be  running  down  on  either 
side,  as  from  the  roof  of  a  house.  As  this  runs  off  at  the  top,  the  same  weight  of  colder  water  runs  in  at 
the  bottom,  and  so  raises  up  the  cold-water  bed  of  the  Gulf  Stream,  and  causes  it  to  become  shallower  and 
shallower  as  it  goes  north. 

That  the  Gulf  Stream  is  roof-shaped,  causing  the  waters  on  its  surface  to  flow  off  to  either  side  from 
the  middle,  we  have  not  only  circumstantial  evidence  to  show,  but  observations  to  prove. 

Navigators,  while  drifting  along  with  the  Gulf  Stream,  have  lowered  a  boat  to  try  the  surface  current. 
In  such  cases,  the  boat  would  drift  either  to  the  east  or  to  the  west,  as  it  happened  to  be  on  one  side  or  the 
other  of  the  axis  of  the  stream,  while  the  vessel  herself  would  drift  along  with  the  stream  in  the  direction 
of  its  course;  thus  showing  the  existence  of  a  shallow  roof-current  from  the  middle  toward  either  edge, 
which  would  carry  the  boat  along,  but  which,  being  superficial,  does  not  extend  deep  enough  to  affect  the 
drift  of  the  vessel. 

That  such  is  the  case  (§  137),  is  also  indicated  by  the  circumstance  that  the  sea-weed  and  drift-wood 
which  are  found  in  such  large  quantities  along  the  outer  edge  of  the  Gulf  Stream,  are  never,  even  with 
the  prevalence  of  easterly  winds,  found  along  its  inner  edge,  and  for  the  simple  reason  that  to  cross  the 
Gulf  Stream,  and  to  pass  over  from  that  side  to  this,  they  would  have  to  drift  up  stream,  as  it  were;  that 
is,  they  would  have  to  stem  this  roof-current  until  they  reached  the  middle  of  the  stream.  We  never  hear 
of  planks,  or  wrecks,  or  of  any  floating  substance  which  is  cast  into  the  sea  on  the  other  side  of  the  Gulf 
Stream  being  found  along  the  coasts  of  the  United  States.  Drift-wood,  trees,  and  seeds  from  the  West 
India  Islands,  are  said  to  have  been  cast  up  on  the  shores  of  Europe,  but  never,  that  I  ever  heard,  on  the 
Atlantic  shores  of  this  country. 

We  are  treating  now  of  the  effects  of  physical  causes.  The  question  to  which  I  ask  attention  is,  AVhy 
does  the  Gulf  Stream  slough  off  and  cast  upon  its  outer  edge  sea-weed,  drift-wood,  and  all  other  solid 
bodies  that  are  found  floating  upon  it  ? 

138.  One  cause  has  been  shown  to  be  in  its  roof-shaped  current ;  but  there  is  another  which  tends  to 
produce  the  same  effect,  and  because  it  is  a  physical  agent,  it  should  not,  in  a  treatise  of  this  kind,  be 
overlooked,  be  its  action  never  so  slight.  I  allude  now  to  the  effects  (upon  the  drift;  matter  of  the  stream) 
produced  by  the  diurnal  rotation  of  the  earth. 

Take,  for  illustration,  a  railroad  that  runs  north  and  south.    It  is  well  known  to  engineers,  that  when 


IM  THE  WIND  AND  CURRENT  CHARTS. 

the  cars  are  going  north  on  such  a  road,  their  tendency  is  to  run  oif  on  the  east  side ;  but  when  the  train 
is  going  south,  their  tendency  is  to  run  off  on  the  west  side  of  the  track — i.  e.  always  on  the  right-hand 
side.  Whether  the  road  be  one  mile  or  one  hundred  miles  in  length,  the  effect  of  diurnal  rotation  is  the 
same,  and  the  tendency  to  run  off,  as  you  cross  a  given  parallel  at  a  stated  rate  of  speed,  is  the  same, 
whether  the  road  be  long  or  short,  the  tendency  to  fly  the  track  being  in  proportion  to  the  speed  of  the 
trains,  and  not  at  all  in  proportion  to  the  length  of  the  road. 

Now,  vis  inertice  and  velocity  being  taken  into  the  account,  the  tendency  to  obey  the  force  of  this 
diurnal  rotation,  and  to  trend  to  the  right,  is  proportionably  as  great  in  the  case  of  a  patch  of  sea- weed  as 
it  drifts  along  the  Gulf  Stream,  as  it  is  in  the  case  of  the  train  of  cars  as  they  speed  to  the  north,  along  the 
iron  track  of  the  Hudson  River  Railway,  or  the  Great  Western  Railway  of  England. 

The  rails  restrain  the  cars  and  prevent  them  from  flying  off;  but  there  are  no  rails  to  restrain  the 
sea-weed,  and  nothing  to  prevent  the  drift  matter  of  the  Gulf  Stream  from  going  off"  in  obedience  to  this 
force.  The  slightest  impulse  tending  to  turn  aside  bodies  moving  freely  in  water  is  immediately  felt  and 
implicitly  obeyed. 

139.  It  is  in  consequence  of  this  diurnal  rotation  that  drift-wood  coming  down  the  Mississippi  is  so 
very  apt  to  be  cast  upon  the  west  or  right  bank.  This  is  the  reverse  of  what  obtains  upon  the  Gulf 
Stream,  for  it  flows  to  the  north  ;  it  therefore  sloughs  off  to  the  east. 

The  effect  of  diurnal  rotation  upon  the  winds  and  upon  the  currents  of  the  sea  is  admitted  by  all ; 
the  trade-winds  derive  their  easting  from  it.  It  must,  therefore,  extend  to  all  the  matter  which  these 
currents  bear  with  them— to  the  largest  iceberg  as  well  as  to  the  merest  sprig  of  grass  that  floats  upon  the 
■waters,  or  the  minutest  organism  that  the  most  powerful  microscope  can  detect  among  the  impalpable 
particles  of  sea-dust.  This  effect  of  diurnal  rotation  will  be  frequently  alluded  to  in  the  pages  of  this 
work. 

.140.  In  its  course  to  the  north,  the  Gulf  Stream  gradually  trends  more  and  more  to  the  eastward, 
until  it  arrives  off  the  Banks  of  Newfoundland,  where  its  course  becomes  due  east.  These  Banks,  it  has 
been  thought,  deflect  it  from  its  proper  course,  and  cause  it  to  take  this  turn.  Examination  will  prove,  I 
think,  that  they  are  an  effect,  certainly  not  the  cause.  It  is  here  that  the  frigid  current  already  spoken  of 
(§  128),  with  its  icebergs  from  the  north,  are  met  and  melted  by  the  warm  waters  of  the  Gulf.  Of  course 
the  loads  of  earth,  stones,  and  gravel  brought  down  upon  them  are  here  deposited.  Captain  Scoresby,  far 
away  in  the  north,  counted  five  hundred  icebergs  setting  out  from  the  same  vicinity  upon  this  cold 
current  for  the  south.  Many  of  them,  loaded  with  earth,  have  been  seen  aground  on  the  Banks.  This 
process  of  transferring  deposits  for  these  shoals  has  been  going  on  for  ages;  and,  with  time,  seems 
altogether  adequate  to  the  effect  described. 

The  deep-sea  soundings  that  have  been  made  by  vessels  of  the  navy  (Plate  XIV.)  tend  to  confirm 
this  view  as  to  the  formation  of  these  Banks.  The  greatest  contrast  in  the  bottom  of  the  Atlantic  is  just 
to  the  south  of  these  Banks.  Nowhere,  in  the  open  sea,  has  the  water  been  found  to  deepen  so  suddenly  as 
here.     Coming  from  the  north,  the  bottom  of  the  sea  is  shelving;  but  suddenly,  after  passing  these  Banks, 


THE   GULF   STREAM.  105 

its  depth  increases  by  almost  a  precipitous  descent  for  many  thousand  feet,  thus  indicating  that  the  debris 
which  forms  the  Grand  Banks  comes  from  the  north. 

141.  From  the  Straits  of  Bemini  the  course  of  the  Gulf  Stream  (Plate  XVII.)  describes  (as  far  as  it  can 
be  traced  over  toward  the  British  Islands  which  are  in  the  midst  of  its  waters)  the  arc  of  a  great  circle  as 
nearly  as  may  be,  only  the  thread  or  axis  of  the  Gulf  Stream  does  not  generally  go  quite  as  far  north  as 
the  great  circle  would.  Such  a  course  as  this  is  the  course  that  a  cannon  ball,  could  it  be  shot  from  these 
straits  to  those  islands,  would  take. 

If  it  were  possible  to  see  Ireland  from  Bemini,  and  to  get  a  cannon  that  would  reach  that  far,  the 
person  standing  on  Bemini  and  taking  aim,  intending  to  shoot  at  Ireland  as  a.  target,  would,  if  the  earth 
were  at  rest,  sight  along  the  plane  of  a  great  circle,  for  the  path  of  the  ball  would  be  in  such  a  plane. 

But  there  is  diurnal  rotation ;  the  earth  does  revolve  on  its  axis ;  and  since  Bemini  is  nearer  than 
Ireland  is  to  the  equator,  the  gun  would  be  moving  in  diurnal  rotation  faster  than  the  target,  and 
therefore  the  marksman,  taking  aim  point  blank  at  his  target,  would  miss.  He  would  find,  on  examination, 
that  he  had  shot  ahead  of  bis  mark.  In  other  words,  that  the  path  actually  described  by  the  ball  would 
not  be  an  arc  of  a  great  circle,  and  that  the  highest  parallel  reached  by  the  ball  in  its  flight  would  not  be 
as  far  north  as  the  highest  parallel  touched  by  the  great  circle,  and  that,  consequently,  the  path  of  the  ball 
would  take  a  due  east  course  before  the  track  of  the  great  circle  would. 

It  is  the  case  of  the  passenger  in  the  railroad  car  throwing  an  apple,  as  the  train  sweeps  by,  to  a  boy 
standing  by  the  wayside.  If  he  throw  straight  at  the  boy,  he  will  miss,  for  the  apple,  partaking  of  the 
motion  of  the  cars,  will  go  ahead  of  the  boy,  and  for  the  very  reason  that  the  shot  will  pass  in  advance  of 
the  target,  for  both  the  marksman  and  the  passenger  are  going  faster  than  the  object  at  which  they  aim. 

142.  Hence  we  may  assume  it  as  a  law,  that  the  natural  tendency  of  all  currents  in  the  sea,  like  the 
natural  tendency  of  all  projectiles  through  the  air,  is  to  describe  their  curves  of  flight  in  the  planes  of  great 
circles,  departing  therefrom — unless /orcec?  to  depart  by  obstructions — only  so  much  as  the  forces  of  diurnal 
rotation  may  impel. 

The  arc  of  a  great  circle  is  the  shortest  distance  between  any  two  points  on  the  surface  of  a  sphere. 
Light,  heat,  and  electricity,  running  water,  and  all  substances,  whether  ponderable  or  imponderable,  seek, 
when  in  motion,  to  pass  from  point  to  point  by  the  shortest  lines  practicable.  Electricity  may  be  turned 
aside  from  its  course,  and  so  may  the  cannon-ball  or  running  water;  but  remove  every  obstruction,  and 
leave  the  current  or  the  shot  free  to  continue  on  in  the  direction  of  the  first  impulse,  or  to  turn  aside  of  its 
own  volition,  so  to  speak,  and  straight  it  will  go,  and  continue  to  go — if  on  a  plane,  in  a  straight  line ;  if  on 
a  sphere,  in  the  arc  of  a  great  circle — thus  showing  that  it  has  no  volition  except  to  obey  impulse,  and  the 
physical  requirements  to  take  the  shortest  way  to  its  point  of  destination. 

The  waters  of  the  Gulf  Stream,  as  they  escape  from  the  Gulf  (§  135),  are  bound  over  to  the  British 
Islands,  to  the  North  Sea,  and  Frozen  Ocean  (Plate  XIX.).  Accordingly,  they  take  (§  141),  in  obedience 
to  this  physical  law,  the  most  direct  course  by  which  nature  will  permit  them  to  reach  their  destination 
14 


106  THE  WIND  AND  CURRENT  CHARTS. 

And  this  course,  as  already  remarked,  is  nearly  that  of  the  great  circle,  and  exactly  that  of  the  supposed 
cannon  ball. 

Many  philosophers  have  expressed  the  opinion — indeed,  the  belief  is  common  among  mariners 
(§  140)— that  the  coasts  of  the  United  States  and  the  Shoals  of  Nantucket  turn  the  Gulf  Stream  toward 
the  east ;  but  if  the  view  I  have  been  endeavoring  to  make  clear  be  correct — and  I  think  it  is — it  appears 
that  the  course  of  the  Gulf  Stream  is  fixed  and  prescribed  by  exactly  the  same  laws  that  require  the 
planets  to  revolve  in  orbits,  the  planes  of  which  shall  pass  through  the  centre  of  the  sun;  and  that,  were 
the  Nantucket  Shoals  not  in  existence,  the  course  of  the  Gulf  Stream,  in  the  main,  would  be  exactly  as  it 
is,  and  where  it  is.  The  Gulf  Stream  is  bound  over  to  the  North  Sea  and  Bay  of  Biscay  partly  for  the 
reason,  perhaps,  that  the  waters  there  are  lighter  than  those  of  the  Mexican  Gulf  (§  135)  ;*  and  if  the 
Shoals  of  Nantucket  were  not  in  existence,  it  could  not  pursue  a  more  direct  route.  The  Grand  Banks, 
however,  are  encroaching,  and  cold  currents  from  the  north  come  down  upon  it ;  they  may,  and  probably 
do,  assist  now  and  then  to  turn  it  aside. 

Now  if  this  explanation  as  to  the  course  of  the  Gulf  Stream  and  its  eastward  tendency  hold  good,  a 
current  setting  from  the  north  toward  the  south  should  have  a  westward  tendency.  It  should  also  move  in 
a  great  circle,  or  rather  in  the  circle  of  trajection,  calling  thus  the  circle  traced  upon  the  earth  which  would 
be  described  by  a  trajectile  moving  through  the  air  without  resistance  and  for  a  great  distance.  Accord- 
ingly, and  in  obedience  to  the  propelling  powers,  derived  from  the  rate  at  which  different  parallels  are 
whirled  around  in  diurnal  motion,  we  find  the  current  from  the  north,  which  meets  the  Gulf  Stream  on  the 
Grand  Banks  (Plate  XIX.),  taking  a  aouihwestwardly  direction,  as  already  described  (§  139).  It  runs  down 
to  the  tropics  by  the  side  of  the  Gulf  Stream,  and  stretches  as  far  to  the  west  as  our  own  shores  will  allow. 
Yet,  in  the  face  of  these  facts,  and  in  spite  of  this  force,  both  Major  Kennell  and  M.  Arago  make  the  coasts 
of  the  United  States  and  the  Shoals  of  Nantucket  to  turn  the  Gulf  Stream  toward  the  east. 

143.  But  there  are  other  forces  operating  upon  the  Gulf  Stream.  They  are  derived  from  the  effect  of 
changes  in  the  waters  of  the  whole  ocean,  as  produced  by  changes  in  their  temperature  from  time  to  time. 
As  the  Gulf  Stream  leaves  the  coasts  of  the  United  States,  it  begins  to  vary  its  position  according  to  the 
seasons ;  the  limit  of  its  northern  edge,  as  it  passes  the  meridian  of  Cape  Eace  (Plate  XVII.),  being  in  winter 
about  latitude  40°-41°,  and  in  September,  when  the  sea  is  hottest,  about  latitude  45°-46°.  The  trough 
of  the  Gulf  Stream,  therefore,  may  be  supposed  to  waver  about  in  the  ocean  not  unlike  a  pennon  in  the 
breeze.  Its  head  is  confined  between  the  shoals  of  the  Bahamas  and  the  Carolinas,  but  that  part  of  it 
which  stretches  over  toward  the  Grand  Banks  of  Newfoundland  is,  as  the  temperature  of  the  w'aters  of  the 
ocean  changes,  first  pressed  down  toward  the  south,  and  then  again  up  toward  the  north,  according  to  the 
season  of  the  year. 

To  appreciate  the  extent  of  the  force  by  which  it  is  so  pressed,  let  us  imagine  tlie  waters  of  the  Gulf 


*  The  waters  of  the  Atlantic  generally  contain  5J  per  cent,  more  of  saline  matter  than  those  of  the  English  Channel. — M.  Bouillon 
la  Grange.  ■  . 


THE   GULF  STBEAM.  107 

Stream  to  extend  all  the  way  to  the  bottom  of  the  sea,  so  as  completely  to  separate,  by  an  impenetrable 
liquid  wall,  if  you  please,  the  waters  of  the  ocean  on  the  right  from  the  waters  in  the  ocean  on  the  left  of 
the  stream.  It  is  the  height  of  summer :  the  waters  of  the  sea  on  either  hand  are  for  the  most  part  in  a 
liquid  state,  and  the  Gulf  Stream,  let  it  be  supposed,  has  assumed  a  normal  condition  between  the  two 
divisions,  adjusting  itself  to  the  pressure  on  either  side  so  as  to  balance  them  exactly  and  be  in  equilibrium. 
Now,  again,  it  is  the  dead  of  winter,  and  the  temperature  of  the  waters  over  an  area  of  millions  of  square 
miles  in  the  North  Atlantic  has  been  changed  many  degrees,  and  this  change  of  temperature  has  been 
followed  by  a  change  in  the  specific  gravity  of  those  waters,  amounting,  no  doubt,  in  the  aggregate,  to 
many  hundred  millions  of  tons,  over  the  whole  ocean;  for  sea  water,  unlike  fresh  (§  132),  contracts  to 
freezing.  Now  is  it  probable  that,  in  passing  from  their  summer  to  their  winter  temperature,  the  sea 
waters  to  the  right  of  the  Gulf  Stream  should  change  their  specific  gravity  exactly  as  much  in  the  aggre- 
gate as  do  the  waters  in  the  whole  ocean  to  the  left  of  it  ?  If  not,  the  difference  must  be  compensated  by 
some  means.  Sparks  are  not  more  prone  to  fly  upward,  nor  water  to  seek  its  level,  than  Nature  is  sure, 
with  her  efforts,  to  restore  equilibrium  in  both  sea  and  air  whenever,  wherever,  and  by  whatever  it  be 
disturbed.  Therefore,  though  the  waters  of  the  Gulf  Stream  do  not  extend  to  the  bottom,  and  though  they 
be  not  impenetrable  to  the  waters  on  either  hand,  yet,  seeing  that  they  have  a  waste  of  waters  on  the  right 
and  a  waste  of  waters  on  the  left,  to  which  (§  126)  they  offer  a  sort  of  resisting  permeability,  we  are 
enabled  to  comprehend  how  the  waters  on  either  hand,  as  their  specific  gravity  is  increased  or  diminished, 
will  impart  to  the  trough  of  this  stream  a  vibratory  motion,  pressing  it  now  to  the  right,  now  to  the  left, 
according  to  the  seasons  and  the  consequent  changes  of  temperature  in  the  sea. 

144.  Plate  XVII.  shows  the  limits  of  the  Gulf  Stream  for  March  and  September.  The  reason  for 
this  change  of  position  is  obvious.  The  banks  of  the  Gulf  Stream  are  cold  water.  In  winter,  the  volume 
of  cold  water  on  the  American,  or  left  side  of  the  stream,  is  greatly  increased.  It  must  have  room,  and 
gains  it  by  pressing  the  warmer  waters  of  the  stream  further  to  the  south,  or  right.  In  September,  the 
temperature  of  these  cold  waters  is  modified ;  there  is  not  such  an  extent  of  them,  and  then  the  warmer 
waters,  in  turn,  press  them  back,  and  so  the  pendulum-like  motion  is  preserved. 

The  observations  made  by  the  United  States  Coast  Survey  indicate  that  there  are  in  the  Gulf  Stream 
threads  of  warmer,  separated  by  streaks  of  cooler  water.  See  Plate  XVII.,  in  which  these  are  shown. 
Figure  A  may  be  taken  to  represent  a  thermometrical  cross  section  of  the  stream  opposite  the  Capes  of 
Virginia,  for  instance ;  the  top  of  the  curve  representing  the  thermometer  in  the  threads  of  the  warmer 
water,  and  the  depressions  the  height  of  the  same  instrument  in  the  streaks  of  cooler  water  between,  thus 
exhibiting,  as  one  sails  from  America  across  the  Gulf  Stream,  a  remarkable  series  of  thermometrical 
elevations  and  depressions  in  the  surface  temperature  of  this  mighty  river  in  the  sea. 

145.  As  a  rule,  the  hottest  water  of  the  Gulf  Stream  is  at  or  near  the  surface;  and  as  the  deep  sea 
thermometer  is  sent  down,  it  shows  that  these  waters,  though  still  far  warmer  than  the  water  on  either  side 
at  corresponding  depths,  gradually  become  less  and  less  warm  until  the  bottom  of  the  current  is  reached. 
There  is  reason  to  believe  that  the  warm  waters  of  the  Gulf  Stream  are  nowhere  permitted,  in  the  oceanic 


108  THE  WIND  AND  CURRENT  CHARTS. 

economy,  to  touch  the  bottom  of  the  sea.  There  is  everywhere  a  cushion  of  cool  water  between  them  and 
the  solid  parts  of  the  earth's  crust.  This  arrangement  is  suggestive,  and  strikingly  beautiful.  One  of  the 
benign  offices  of  the  Gulf  Stream  is  to  convey  heat  from  the  Gulf  of  Mexico,  where  otherwise  it  would 
become  excessive,  and  to  disperse  it  in  regions  beyond  the  Atlantic  for  the  amelioration  of  the  climates  of 
the  British  Islands  and  of  all  Western  Europe.  Now  cold  water  is  one  of  the  best  non-conductors  of  heat, 
and  if  the  warm  water  of  the  Gulf  Stream  was  sent  across  the  Atlantic  in  contact  with  the  solid  crust  of 
the  earth — comparatively  a  good  conductor  of  heat — instead  of  being  sent  across,  as  it  is,  in  contact  with  a 
cold,  non-conducting  cushion  of  cool  water  to  fend  it  from  the  bottom,  all  its  heat  would  be  lost  in  the  first 
part  of  the  way,  and  the  soft  climates  of  both  France  and  England  would  be  as  that  of  Labrador,  severe  in 
the  extreme,  and  ice-bound. 

146.  But  to  return  to  the  streaks  and  reservoirs  of  hot  water  below.  The  hottest  water  is  tho 
lightest ;  as  it  rises  to  the  top,  it  is  cooled  both  by  evaporation  and  exposure,  when  the  surface  is 
replenished  by  fresh  supplies  of  hot  water  from  below.  Thus,  in  a  winter's  day,  the  waters  at  the  surface 
of  the  Gulf  Stream  off  Cape  Hatteras  may  be  at  80°,  and  at  the  depth  of  five  hundred  fathoms— three 
thousand  feet — as  actual  observations  show,  the  thermometer  will  stand  at  57°.  Following  the  stream 
thence  off  the  Capes  of  Virginia,  one  hundred  and  twenty  miles,  it  will  be  found — the  water-thermometer 
having  been  carefully  noted  all  the  way — that  it  now  stands  a  degree  or  two  less  at  the  surface,  while  all 
below  is  cooler.  In  other  words,  the  stratum  of  water  at  57°,  which  was  three  thousand  feet  below  the 
surface  off  Hatteras,  has,  in  a  course  of  one  hundred  and  twenty  or  one  hundred  and  thirty  miles  in  a 
horizontal  direction,  ascended,  vertically,  six  hundred  feet;  that  is,  this  stratum  has  run  up  hill  with  an 
ascent  of  five  or  six  feet  to  the  mile. 

In  the  case  of  boiling  springs,  we  perceive  how  all  the  ascending  water  comes  up  in  one  column ; 
that  there  is  no  descent  of  surface  water  through- that  which  is  boiling  up,  but  at  the  side  of  the  bubbling. 
Moreover,  in  a  cold  winter's  day,  the  water,  as  it  boils  up,  is  relatively  warm ;  it  smokes,  grows  cool,  and 
the  surface  thermometer  will  stand  highest  where  it  is  boiling,  lowest  off  a  little  way  toward  the  verge  of 
the  fountain.  Just  so  with  these  warmer  and  cooler  streaks  in  the  Gulf  Stream.  This  warm  water,  in  its 
ascent  of  five  feet  to  the  mile — suppose  we  are  considering  the  streak  which  is  the  hottest,  and  is,  also, 
the  nearest  to  the  American  shore — represents  the  boiling  in  the  fountain ;  the  warm,  ascending  water 
rising  up  in  one  body,  and  the  cooler  and  heavier  water  going  off  to  the  side  in  another  body,  to  sink  and 
take  its  place  with  the  other  waters  of  the  stream  according  to  gravity  and  temperature.  See  the  streaks 
X,  y,  z,  Plate  XVII. 

Now,  when  these  waters  come  to  the  top  and  cool,  they  are  travelling  with  the  current  toward  the 
north,  and  the  effect  of  diurnal  rotation  is  to  turn  them,  as  it  turns  any  other  drift  (§  139),  to  the  eastward. 
They  obey  this  influence  to  a  certain  extent,  sinking  down  as  they  obey,  in  consequence  of  their  greater 
specific  gravity;  beyond  this  sinking—?',  e.  further  from  the  shore — is  another  rising-up  place,  each  thread 
of  the  hot  water  being  less  and  less  warm,  and  each  stream  of  cooler  water  more  and  more  cool.  The 
forces  of  diurnal  rotation,  operating  upon  the  waters  as  they  are  successively  sloughed  off  from  each 


INFLUENCE   OF  THE   GULF  STREAM  UPON  CLIMATES.  109 

thread  and  streak  alternately  above  and  below,  are  quite  enough  to  determine  them  to  the  east.  A  rod 
being  poised  on  a  point  at  one  end,  so  as  to  stand  alone,  has  no  more  tendency  to  fall  to  the  east  than  to 
the  west ;  but  the  smallest  force,  the  slightest  breath  will  determine  it  either  way.  So  with  the  forces  of 
diurnal  rotation,  and  these  streaks  of  warm  and  cool  water ;  the  water  that  has  been  to  the  top  and  is 
cooled  must  give  way  to  warmer  water  that  is  pressing  up  from  below ;  it  must  flow  either  to  the  west  or 
to  the  east,  and  diurnal  rotation  assists  in  determining  it.  When  it  sinks  and  reaches  its  proper  level,  it 
must  again  go  to  the  east  or  to  the  west  to  get  into  the  ascending  column,  and  rise  again  to  the  surface  in 
its  proper  turn.  There  is  no  more  tendency  for  it  to  go  to  the  west  than  to  the  east,  and  diurnal 
rotation  like  the  weight  of  the  feather  is  sufiicient ;  it  again  plies  its  forces,  and  they  are  obeyed. 

Taking  all  these  facts  and  views  into  consideration,  we  are  led  to  the  conclusion  with  which  we  set 
out  (§  142),  that  it  is  the  law  of  matter  in  motion,  and  not  the  Shoals  of  Nantucket,  that  controls  the  Gulf 
Stream  in  its  course. 


CHAPTEE    IX. 

INFLUENCE     OF    THE    GULF    STREAM    UPON    CLIMATES.* 

The  Sea  a  Part  of  a  Grand  Machine,  |  148. — Injluenct  of  the  Gulf  Stream  upon  the  Meteorology  of  the  Sea,  149. — Dampness  of  Climate  of 
England  due  to  it,  150. — The  Pole  of  Maximum  Cold,  151. — Gales  of  the  Gulf  Stream,  152. — Influence  of  the  Gulf  Stream  upon 
Commerce  and  Navigation,  153. — Thermal  Navigation,  154. 

147.  Modern  ingenuity  has  suggested  a  beautiful  mode  of  warming  houses  in  winter.  It  is  done  by 
means  of  hot  water.  The  furnace  and  the  caldron  are  sometimes  placed  at  a  distance  from  the  apart- 
ments to  be  warmed.  It  is  so  at  the  Observatory.  In  this  case,  pipes  are  used  to  conduct  the  heated 
water  from  the  caldron  under  the  superintendent's  dwelling  over  into  one  of  the  basement-rooms  of  the 
Observatory,  a  distance  of  one  hundred  feet.  These  pipes  are  then  flared  out  so  as  to  present  a  large 
cooling  surface ;  after  which  they  are  united  into  one  again,  through  which  the  water,  being  now  cooled, 
returns  of  its  own  accord  to  the  caldron.  Thus  cool  water  is  returning  all  the  time  and  flowing  in  at  the 
bottom  of  the  caldron,  while  hot  water  is  continually  flowing  out  at  the  top. 

The  ventilation  of  the  Observatory  is  so  arranged  that  the  circulation  of  the  atmosphere  through  it  is 
led  from  this  basement-room,  where  the  pipes  are,  to  all  other  parts  of  the  building ;  and  in  the  process  of 
this  circulation,  the  warmth  conveyed  by  the  water  to  the  basement  is  taken  thence  by  the  air  and 
distributed  over  all  the  rooms.  Now,  to  compare  small  things  with  great,  we  have,  in  the  warm  waters 
which  are  confined  in  the  Gulf  of  Mexico,  just  such  a  heating  apparatus  for  Great  Britain,  the  North 
Atlantic,  and  Western  Europe. 


*  Vide  Maury's  Physical  Geography  of  the  Sea. 


110  ■  THE  WIND  AND  CURRENT  CHARTS. 

The  furnace  is  the  torrid  zone ;  the  Mexican  Gulf  and  Caribbean  Sea  are  the  caldrons ;  the  Gulf 
Stream  is  the  conducting  pipe.  From  the  Grand  Banks  of  Newfoundland  to  the  shores  of  Europe  is  the 
basement — the  hot-air  chamber — in  which  this  pipe  is  flared  out  so  as  to  present  a  large  cooling  surface. 
Here  the  circulation  of  the  atmosphere  is  arranged  by  nature ;  and  it  is  such  that  the  warmth  thus  conveyed 
into  this  warm-air  chamber  of  raid-ocean  is  taken  up  by  the  genial  west  winds,  and  dispensed,  in  the  most 
benign  manner,  throughout  Great  Britain  and  the  west  of  Europe. 

The  maximum  temperature  of  the  water-heated  air-chamber  of  the  Observatory  is  about  90°.  The 
maximum  temperature  of  the  Gulf  Stream  is  86°,  or  about  9°  above  the  ocean  temperature  due  the  latitude. 
Increasing  its  latitude  10°,  it  loses  but  2°  of  temperature ;  and,  after  having  run  three  thousand  miles 
toward  the  north,  it  still  preserves,  even  in  winter,  the  heat  of  summer.  With  this  temperature,  it  crosses 
the  40th  degree  of  north  latitude,  and  there,  overflowing  its  liquid  banks,  it  spreads  itself  out  for  thousands 
of  square  leagues  over  the  cold  waters  around,  and  covers  the  ocean  with  a  mantle  of  warmth  that  serves 
so  much  to  mitigate  in  Europe  the  rigors  of  winter.  Moving  now  more  slowly,  but  dispensing  its  genial 
influences  more  freely,  it  finally  meets  the  British  Islands.  By  these  it  is  divided  (Plate  XIX.),  one  part 
going  into  the  polar  basin  of  Spitzbergen,  the  other  entering  the  Bay  of  Biscay,  but  each  with  a  warmth 
considerably  above  the  ocean  temperature.  Such  an  immense  volume  of  heated  water  cannot  fail  to  carry 
with  it  beyond  the  seas  a  mild  and  moist  atmosphere.    And  this  it  is  which  so  much  softens  climate  there. 

We  know  not,  except  approximately  in  one  or  two  places,  what  the  depth  or  the  under  temperature 
of  the  Gulf  Stream  may  be ;  but  assuming  the  temperature  and  velocity  at  the  depth  of  two  hundred 
fathoms  to  be  those  of  the  surface,  and  taking  the  well-known  difference  between  the  capacity  of  air  and 
of  water  for  specific  heat  as  the  argument,  a  simple  calculation  will  show  that  the  quantity  of  heat 
discharged  over  the  Atlantic  from  the  waters  of  the  Gulf  Stream  in  a  winter's  day  would  be  sufficient  to 
raise  the  whole  column  of  atmosphere  that  rests  upon  France  and  the  British  Islands  from  the  freezing 
point  to  summer  heat. 

Every  west  wind  that  blows  crosses  the  stream  on  its  way  to  Europe,  and  carries  with  it  a  portion  of 
this  heat  to  temper  there  the  northern  winds  of  winter.  It  is  the  influence  of  this  stream  upon  climate 
that  makes  Erin  the  "Em^^rald  Isle  of  the  Sea,"  and  that  clothes  the  shores  of  Albion  in  evergreen  robes ; 
while  in  the  same  latitude  on  this  side,  the  coasts  of  Labrador  are  fast  bound  in  fetters  of  ice.  In  a  valuable 
paper  on  currents,*  Mr.  Eedfield  states  that  in  1831  the  harbor  of  St.  John's,  Newfoundland,  was  closed 
with  ice  as  late  as  the  month  of  June ;  yet  who  ever  heard  of  the  port  of  Liverpool,  on  the  other  side, 
though  2°  further  north,  being  closed  with  ice,  even  in  the  dead  of  winter? 

The  Thermal  Chart  (Plate  XX.)  shows  this.  The  isothermal  lines  of  60°,  50°,  &c.,  starting  off  from 
the  parallel  of  40°  near  the  coasts  of  the  United  States,  run  off  in  a  northeastwardly  direction,  showing 
the  same  oceanic  temperature  on  the  European  side  of  the  Atlantic  in  latitude  55°  or  60°,  that  we  have  on 
the  western  side  in  latitude  40°.     Scott,  in  one  of  his  beautiful  novels,  tells  us  that  the  ponds  in  the 


*  American  Journal  of  Science,  toI.  xiv.  p.  293. 


INFLUENCE   OP   THE   GULF   STREAM  UPON   CLIMATES.  Ill 

Orkneys  (latitude  near  60°)  are  not  frozen  in  winter.  The  people  there  Qwe  their  soft  climate  to  this  grand 
heating  apparatus,  for  drift-wood  from  the  West  Indies  is  occasionally  cast  ashore  there  by  the  Gulf  Stream. 

Nor  do  the  beneficial  influences  of  this  stream  upon  climate  end  here.  The  West  Indian  Archipelago 
is  encompassed  on  one  side  by  its  chain  of  islands,  and  on  the  other  by  the  Cordilleras  of  the  Andes 
contracting  with  the  Isthmus  of  Darien,  and  stretching  themselves  out  over  the  plains  of  Central  America 
and  Mexico.  Beginning  on  the  summit  of  this  range,  we  leave  the  regions  of  perpetual  snow,  and  descend 
first  into  the  tierra  templada,  and  then  into  the  tierra  caliente,  or  burning  land.  Descending  still  lower,  we 
reach  both  the  level  and  the  surface  of  the  Mexican  seas,  where,  were  it  not  for  this  beautiful  and  benign 
system  of  aqueous  circulation,  the  peculiar  features  of  the  surrounding  country  assure  us  we  should  have 
the  hottest,  if  not  the  most  pestilential  climate  in  the  world.  As  the  waters  in  these  two  caldrons  become 
heated,  they  are  borne  off  by  the  Gulf  Stream,  and  are  replaced  by  cooler  currents  through  the  Caribbean 
Sea;  the  surface  water,  as  it  enters  here,  being  3°  or  4°,  and  that  in  depth  40°*  cooler  than  when  it  escapes 
from  the  Gulf.  Taking  only  this  difference  in  surface  temperature  as  an  index  of  the  heat  accumulated 
there,  a  simple  calculation  will  show  that  the  quantity  of  specific  heat  daily  carried  off  by  the  Gulf  Stream 
from  those  regions,  and  discharged  over  the  Atlantic,  is  sufiicient  to  raise  mountains  of  iron  from  zero  to 
the  melting  point,  and  to  keep  in  flow  from  them  a  molten  stream  of  metal  greater  in  volume  than  the 
waters  daily  discharged  from  the  Mississippi  Eiver.  Who,  therefore,  can  calculate  the  benign  influence  of 
this  wonderful  current  upon  the  climate  of  the  south  ?  In  the  pursuit  of  this  subject,  the  mind  is  led 
from  nature  up  to  the  Great  Architect  of  nature ;  and  what  mind  will  the  study  of  this  subject  not  fill 
with  profitable  emotions  ?  Unchanged  and  unchanging  alone,  of  all  created  things,  the  ocean  is  the  great 
emblem  of  its  everlasting  Creator.  "  He  treadeth  upon  the  waves  of  the  sea,"  and  is  seen  in  the  wonders 
of  the  deep.    Yea,  ''  He  calleth  for  its  waters,  and  poureth  them  out  upon  the  face  of  the  earth." 

In  obedience  to  this  call,  the  aqueous  portion  of  our  planet  preserves  its  beautiful  system  of  circula- 
tion. By  it  heat  and  warmth  are  dispensed  to  the  extra-tropical  regions ;  clouds  and  rain  are  sent  to 
refresh  the  dry  land;  and  by  it  cooling  streams  are  brought  from  polar  seas  to  temper  the  heat  of  the 
torrid  zone.  At  the  depth  of  two  hundred  and  forty  fathoms,  the  temperature  of  the  currents  setting  into 
the  Caribbean  Sea  has  been  found  as  low  as  48°,  while  that  of  the  surface  was  85°.  Another  cast  with 
three  hundred  and  eighty-six  fathoms  gave  43°  below  against  83°  at  the  surface.  The  hurricanes  of  those 
regions  agitate  the  sea  to  great  depths ;  that  of  1780  tore  rocks  up  from  the  bottom  in  seven  fathoms,  and 
cast  them  on  shore.    They  therefore  cannot  fail  to  bring  to  the  surface  portions  of  the  cooler  water  below. 

At  the  very  bottom  of  the  Gulf  Stream,  when  its  surface  temperature  was  80°,  the  deep  sea  ther- 
mometer of  the  Coast  Survey  has  recorded  temperatures  as  low  as  38°  Fahrenheit. 

These  cold  waters  doubtless  come  down  from  the  north  to  replace  the  warm  water  sent  through  .the 
Gulf  Stream  to  moderate  the  cold  of  Spitzbergen  ;  for,  within  the  Arctic  Circle,  the  temperature  at  corre- 


*  Temperature  of  the  Caribbean  Sea  (from  the  journals  of  Mr.  Dunsterville)  : — 

Surface  temperature  83°,  September ;  84°  July  ;  83°-86J°  Mosquito  Coast. 

Temperature  in  depth,  48°,  240  fathoms;  43°,  38G  fathoms;  42°,  450  fathoms;  43°,  500  fathoms. 


112  THE  WIND   AND   CURRENT   CHARTS. 

sponding  depths  off  the  shores  of  that  island  is  only  one  degree  colder  than  in  the  Caribbean  Sea,  while 
on  the  coasts  of  Labrador  the  temperature  in  depth  is  said  to  be  25°,  or  7°  below  the  melting  point  of 
fresh  water.  Captain  Scoresby  relates  that  on  the  coast  of  Greenland,  in  latitude  72°,  the  temperature  of 
the  air  was  42°;  of  the  water,  34°  ;  and  39°  at  the  depth  of  one  hundred  and  eighteen  fathoms.  He  there 
found  a  current  setting  to  the  south,  and  bearing  with  it  this  extremely  cold  water,  with  vast  numbers  of 
icebergs,  whose  centres,  perhaps,  were  far  below  zero.  It  would  be  curious  to  ascertain  the  routes  of  these 
under  currents  on  their  way  to  the  tropical  regions,  which  they  are  intended  to  cool.  One  has  been  found 
at  the  equator  two  hundred  miles  broad,  and  23°  colder  than  the  surface  water.  Unless  the  land  or  shoals 
intervene,  it  no  doubt  comes  down  in  a  spiral  curve,  approaching  the  great  circle. 

Perhaps  the  best  indication  as  to  these  cold  currents  may  be  derived  from  the  fish  of  the  sea.  The 
whales  first  pointed  out  the  existence  of  the  Gulf  Stream  by  avoiding  its  warm  waters.  Along  our  own 
coasts,  all  those  delicate  animals  and  marine  productions  which  delight  in  warmer  waters  are  wanting ;  thus 
indicating,  by  their  absence,  the  cold  current  from  the  north  now  known  to  exist  there.  In  the  "-enial 
warmth  of  the  sea  about  the  Bermudas  on  one  hand,  and  Africa  on  the  other,  we  find,  in  great  abundance, 
those  delicate  shell-fish  and  coral  formations  which  are  altogether  wanting  in  the  same  latitudes  along  the 
shores  of  South  Carolina.  The  same  obtains  in  the  west  coast  of  South  America;  for  there  the  cold 
current  almost  reaches  the  line  before  the  first  sprig  of  coral  is  found  to  grow. 

A  few  years  ago,  great  numbers  of  bonita  and  albercore — tropical  fish — following  the  Gulf  Stream, 
entered  the  English  Channel,  and  alarmed  the  fishermen  of  Cornwall  and  Devonshire  by  the  havoc  which 
they  created  among  the  pilchards  there. 

It  may  well  be  questioned  if  our  Atlantic  cities  and  towns  do  not  owe  their  excellent  fish-markets,  as 
well  as  our  watering-places  their  refreshing  sea-bathing  in  summer,  to  this  stream  of  cold  water.  The 
temperature  of  the  Mediterranean  is  4°  or  5°  above  the  ocean  temperature  of  the  same  latitude,  and  the 
fish  there  are  very  indifferent.  On  the  other  hand,  the  temperature  along  our  coast  is  several  degrees 
below  that  of  the  ocean,  and  from  Maine  to  Florida  our  tables  are  supplied  with  the  most  excellent  of  fish. 
The  sheepshead,  so  much  esteemed  in  Virginia  and  the  Carolinas,  when  taken  on  the  warm,  coral  banks  of 
the  Bahamas,  loses  its  flavor,  and  is  held  in  no  esteem.  The  same  is  the  case  with  other  fish :  when  taken 
in  the  cold  water  of  that  coast,  they  have  a  delicious  flavor  and  are  highly  esteemed  ;  but  when  taken  in 
the  warm  water  on  the  other  edge  of  the  Gulf  Stream,  though  but  a  few  miles  distant,  their  flesh  is  soft 
and  unfit  for  the  table.  The  temperature  of  the  water  at  the  Balize  reaches  90°.  The  fish  taken  there  are 
not  to  be  compared  with  those  of  the  same  latitude  in  this  cold  stream.  New  Orleans,  therefore,  resorts  to 
the  cold  waters  on  the  Florida  coasts  for  her  choicest  fish.  The  same  is  the  case  in  the  Pacific.  A  current 
of  cold  water  from  the  south  sweeps  the  shores  of  Chili,  Peru,  and  Columbia,  and  reaches  the  Gallipagos 
Islands  under  the  line.  Throughout  this  whole  distance,  the  world  does  not  afford  a  more  abundant  or 
excellent  supply  of  fish.  Yet  out  in  the  Pacific,  at  the  Society  Islands,  where  coral  abounds,  and  the 
water  preserves  a  higher  temperature,  the  fish,  though  they  vie  in  gorgeousness  of  coloring  with  the  birds, 
and  plants,  and  insects  of  the  tropics,  are  held  in  no  esteem  as  an  article  of  food.     T  have  known  sailors, 


INFLUENCE  OF  THE  GULF  STREAM  UPON  CLIMATES.  113 

even  after  long  voyages,  still  to  prefer  their  salt  beef  and  pork  to  a  mess  of  fish  taken  there.  The  few  facts 
•which  we  have  bearing  upon  this  subject  seem  to  suggest  it  as  a  point  of  the  inquiry  to  be  made,  whether 
the  habitat  of  certain  fish  does  not  indicate  the  temperature  of  the  water ;  and  whether  these  cold  and 
warm  currents  of  the  ocean  do  not  constitute  the  great  highways  through  which  migratory  fishes  travel 
from  one  region  to  another. 

Navigators  have  often  met  with  vast  numbers  of  young  sea-nettles  {medusas)  drifting  along  with  the 
Gulf  Stream.  They  are  known  to  constitute  the  principal  food  for  the  whale;  but  whither  bound  by  this 
route  has  caused  much  curious  speculation,  for  it  is  well  known  that  the  habits  of  the  right  whale  are 
averse  to  the  warm  waters  of  this  stream.  An  intelligent  sea  captain  informs  me  that,  two  or  three  years  ago, 
in  the  Gulf  Stream  on  the  coast  of  Florida,  he  fell  in  with  such  a  "  school  of  young  sea-nettles  as  had  never 
before  been  heard  of."  The  sea  was  covered  with  them  for  many  leagues.  He  likened  them,  in  appear- 
ance on  the  water,  to  acorns  floating  on  a  stream ;  but  they  were  so  thick  as  to  completely  cover  the  sea. 
He  was  bound  to  England,  and  was  five  or  six  days  in  sailing  through  them.  In  about  sixty  days 
afterward,  on  his  return,  he  fell  in  with  the  same  school  off"  the  Western  Islands,  and  here  he  was  three  or 
four  days  in  passing  them  again.  He  recognized  them  as  the  same,  for  he  had  never  before  seen  any  like 
them ;  and  on  both  occasions  he  frequently  hauled  up  buckets  full,  and  examined  them. 

Now  the  Western  Islands  is  the  great  place  of  resort  for  whales ;  and  at  first  there  is  something 
curious  to  us  in  the  idea  that  the  Gulf  of  Mexico  is  the  harvest-field,  and  the  Gulf  Stream  the  gleaner 
which  collects  the  fruitage  planted  there,  and  conveys  it  thousands  of  miles  off"  to  the  hungry  whale  at  sea. 
But  how  perfectly  in  unison  is  it  with  the  kind  and  providential  care  of  that  great  and  good  Being  which 
feeds  the  young  ravens  when  they  cry,  and  caters  for  the  sparrow ! 

The  sea  has  its  climates  as  well  as  the  land.  They  both  change  with  the  latitude ;  but  one  varies 
with  the  elevation  above,  the  other  with  the  depression  below  the  sea  level.  Each  is  regulated  by  circula- 
tion ;  but  the  regulators  are,  on  the  one  hand,  winds ;  on  the  other,  currents. 

148.  The  inhabitants  of  the  ocean  are  as  much  the  creatures  of  climate  as  are  those  of  the  dry  land  ; 
for  the  same  Almighty  hand  which  decked  the  lily  and  cares  for  the  sparrow  fashioned  also  the  pearl  and 
feeds  the  great  whale.  Whether  of  the  land  or  the  sea,  they  are  all  his  creatures,  subjects  of  his  laws,  and 
agents  in  his  economy.  The  sea,  therefore,  we  infer,  has  its  offices  and  duties  to  perform  ;  so,  may  we 
infer,  have  its  currents,  and  so,  too,  its  inhabitants ;  consequently,  he  who  undertakes  to  study  its  pheno- 
mena must  cease  to  regard  it  as  a  waste  of  waters.  He  must  look  upon  it  as  a  part  of  the  exquisite 
machinery  by  which  the  harmonies  of  nature  are  preserved,  and  then  he  will  begin  to  perceive  the 
developments  of  order  and  the  evidences  of  design  which  make  it  a  most  beautiful  and  interesting  subject 
for  contemplation. 

To  one  who  has  never  studied  the  mechanism  of  a  watch,  its  main-spring  or  the  balance-wheel  is  a 

mere  piece  of  metal.     He  may  have  looked  at  the  face  of  the  watch,  and,  while  he  admires  the  motion  of 

its  hands,  and'the  time  it  keeps,  or  the  tune  it  plays,  he  may  have  wondered  in  idle  amazement  as  to  the 

character   of  the  machinery  which  is  concealed  within.     Take  it  to  pieces,  and   show  him  each   part 

15 


114  THE  WIND  AND  CURRENT  CHARTS. 

separately ;  he  will  recognize  neither  design,  nor  adaptation,  nor  relation  between  them ;  but  put  them 
together,  set  them  to  work,  point  out  the  offices  of  each  spring,  wheel,  and  cog,  explain  their  movements, 
and  then  show  him  the  result ;  now  he  perceives  that  it  is  all  one  design  ;  that,  notwithstanding  the 
number  of  parts,  their  diverse  forms  and  various  offices,  and  the  agents  concerned,  the  whole  piece  is  of 
one  thought,  the  expression  of  one  idea.  He  now  perceives  that  when  the  main-spring  was  fashioned  and 
tempered,  its  relation  to  all  the  other  parts  must  have  been  considered ;  that  the  cogs  on  this  wheel  are 
cut  and  regulated — adapted — to  the  rachets  on  that,  &c.;  and  his  conclusion  will  be,  that  such  a  piece  of 
mechanism  could  not  have  been  produced  by  chance ;  the  adaptation  of  the  parts  is  such  as  to  be  according 
to  design,  and  obedient  to  the  will  of  one  intelligence.  So,  too,  when  one  looks  out  upon  the  face  of  this 
beautiful  world,  he  may  admire  the  lovely  scene,  but  his  admiration  can  never  grow  into  adoration  unless 
he  will  take  the  trouble  to  look  behind  and  study,  in  some  of  its  details  at  least,  the  exquisite  system  of 
machinery  by  which  such  beautiful  results  are  accomplished.  To  him  who  does  this,  the  sea,  with  its 
physical  geography  becomes  as  the  main-spring  of  a  watch ;  its  waters,  and  its  currents,  and  its  salts,  and 
its  inhabitants,  with  their  adaptations,  as  balance-wheels,  cogs  and  pinions,  and  jewels.  Thus  he  perceives 
that  they,  too,  are  according  to  design;  that  they  are  the  expression  of  One  Thought,  a  unity  with 
harmonies  which  One  Intelligence,  and  One  Intelligence  alone,  could  utter.  And  when  he  has  arrived  at 
this  point,  he  feels  that  the  study  of  the  sea,  in  its  physical  aspect,  is  truly  sublime.  It  elevates  the 
mind  and  ennobles  the  man.  The  Gulf  Stream  is  now  no  longer,  therefore,  to  be  regarded  by  such  an  one 
merely  as  an  immense  current  of  warm  water  running  across  the  ocean,  but  as  a  balance-wheel ;  a  part  of 
that  grand  machinery  by  which  air  and  water  are  adapted  to  each  other,  and  by  which  this  earth  itself  is 
adapted  to  the  well-being  of  its  inhabitants — of  the  flora  which  deck,  and  the  fauna  which  enliven  its 
surface. 

149.  Let  us  therefore  consider  the  influence  of  the  Gulf  Stream  upon  the  meteorology  of  the  ocean. 

To  use  a  sailor  expression,  the  Gulf  Stream  is  the  great  "  weather  breeder"  of  the  North  Atlantic 
Ocean.  The  most  furious  gales  of  wind  sweep  along  with  it ;  and  the  fogs  of  Newfoundland,  which  so 
much  endanger  navigation  in  winter,  doubtless  owe  their  existence  to  the  presence,  in  that  cold  sea,  of 
immense  volumes  of  warm  water  brought  by  the  Gulf  Stream.  Sir  Philip  Brooke  found  the  air  on  each 
side  of  it  at  the  freezing  point,  while  that  of  its  waters  was  80°.  "  The  heavy,  warm,  damp  air  over  the 
current  produced  great  irregularities  in  his  chronometers."  The  excess  of  heat  daily  brought  into  such  a 
region  by  the  waters  of  the  Gulf  Stream  would,  if  suddenly  stricken  from  them,  be  sufficient  to  make  the 
column  of  superincumbent  atmosphere  hotter  than  melted  iron. 

With  such  an  element  of  atmospherical  disturbance  in  its  bosom,  we  might  expect  storms  of  the  most 
violent  kind  to  accompany  it  in  its  course.  Accordingly,  the  most  terrific  that  rage  on  the  ocean  have 
been  known  to  spend  their  fury  in  and  near  its  borders. 

Our  nautical  works  tell  us  of  a  storm  which  forced  this  stream  back  to  its  sources,  and  piled  up  the 
water  in  the  Gulf  to  the  height  of  thirty  feet.  The  Ledbury  Snow  attempted  to  ride  it  out.  When  it 
abated,  she  found  herself  high  upon  the  dry  land,  and  discovered  that  she  had  let  go  her  anchor  among 


INFLUENCE   OF  THE   GULF  STKEAM    UPON  CLIMATES.  115 

the  tree  tops  on  Elliott's  Key.  The  Florida  Keys  were  inundated  many  feet,  and,  it  is  said,  the  scene 
presented  in  the  Gulf  Stream  was  never  surpassed  in  awful  sublimity  on  the  ocean.  The  water  thus 
dammed  up  is  said  to  have  rushed  out  with  wonderful  velocity  against  the  fury  of  the  gale,  producing  a 
sea  that  beggared  description. 

The  "great  hurricane"  of  1780  commenced  at  Barbadoes.  In  it,  the  bark  was  blown  from  the  trees, 
and  the  fruits  of  the  earth  destroyed ;  the  very  bottom  and  depths  of  the  sea  were  uprooted,  and  the  waves 
rose  to  such  a  height  that  forts  and  castles  were  washed  away,  and  their  great  guns  carried  about  in  the 
air;  houses  were  blown  down,  ships  were  wrecked,  and  the  bodies  of  men  and  beasts  lifted  up  above  the 
earth  and  dashed  to  pieces  in  the  storm.  At  the  different  islands,  not  less  than  twenty  thousand  persons 
lost  their  lives  on  shore,  while  further  to  the  north,  the  Sterling  Castle  and  the  Dover  Castle,  men-of- 
war,  were  wrecked  at  sea,  and  fifty  sail  driven  on  shore  at  the  Bermudas. 

Several  years  ago,  the  British  Admiralty  set  on  foot  inquiries  as  to  the  cause  of  the  storms  in  certain 
parts  of  the  Atlantic,  which  so  often  rage  with  disastrous  effects  to  navigation.  The  result  may  be 
summed  up  in  the  conclusion  to  which  the  investigation  led:  that  they  are  occasioned  by  the  irregularity 
between  the  temperature  of  the  Gulf  Stream  and  of  the  neighboring  regions,  both  in  the  air  and  water. 

150.  The  habitual  dampness  of  the  climate  of  the  British  Islands,  as  well  as  the  occasional  dampness 
of  that  along  the  Atlantic  coasts  of  the  United  States  when  easterly  winds  prevail,  is  attributable  also  to 
the  Gulf  Stream.     They  come  to  us  loaded  with  vapors  gathered  from  its  warm  and  smoking  waters. 

It  carries  the  temperature  of  summer,  even  in  the  dead  of  winter,  as  far  north  as  the  Grand  Banks  of 
Newfoundland. 

151.  One  of  the  poles  of  maximum  cold  is,  according  to  theory,  situated  in  latitude  80°  north,  longi- 
tude 100°  west.  It  is  distant  but  little  more  than  two  thousand  miles,  in  a  northwestwardly  direction, 
from  the  summer-heated  waters  of  this  stream.  This  proximity  of  extremes  of  greatest  cold  and  summer 
heat,  will,  as  observations  are  multiplied  and  discussed,  be  probably  found  to  have  much  to  do  with  the 
storms  that  rage  with  such  fury  on  the  left  side  of  the  Gulf  Stream. 

152.  I  am  not  prepared  to  maintain  that  the  Gulf  Stream  is  really  the  "Storm  King"  of  the  Atlantic, 
which  has  power  to  control  the  march  of  every  gale  that  is  raised  there ;  but  the  course  of  many  gales  has 
been  traced  from  the  place  of  their  origin  directly  to  the  Gulf  Stream.  Gales  that  take  their  rise  on  the 
coast  of  Africa,  and  even  as  far  down  on  that  side  as  the  parallel  of  10°  or  15°  north  latitude,  have,  it  has 
been  shown  by  an  examination  of  log-books,  made  straight  for  the  Gulf  Stream ;  joining  it,  they  have 
then  been  known  to  turn  about,  and,  travelling  with  this  stream,  to  recross  the  Atlantic,  and  so  reach  the 
shores  of  Europe.  In  this  way,  the  tracks  of  storms  have  been  traced  out  and  followed  for  a  week  or  ten 
days.  Their  path  is  marked  by  wreck  and  disaster.  At  the  meeting  of  the  American  Association  for  the 
advancement  of  Science  in  1854:,  Mr.  Kedfield  mentioned  one  which  he  had  traced  out,  and  in  which  no 
less  than  seventy  odd  vessels  had  been  wrecked,  dismasted,  or  damaged. 

Plate  X.  was  prepared  by  Lieutenant  B.  S.  Porter,  from  data  furnished  by  the  log-books  at  the 
Observatory.     It  represents  one  of  these  storms  that  commenced  in  August,  1848.    It  commenced  more 


116  THE  WIND  AND  CURRENT  CHARTS. 

than  a  thousand  miles  from  the  Gulf  Stream,  made  a  straight  course  for  it,  and  travelled  with  it  for  many 
days. 

The  dark  shading  shows  the  space  covered  by  the  gale,  and  the  white  line  in  the  middle  shows  the 
axis  of  the  gale,  or  the  line  of  minimum  barometric  pressure.  There  are  many  other  instances  of  similar 
gales. 

Now  what  should  attract  these  terrific  storms  to  the  Gulf  Stream  ?  Sailors  dread  storms  in  the  Gulf 
Stream  more  than  they  do  in  any  other  part  of  the  ocean.  It  is  not  the  fury  of  the  storm  alone  that  they 
dread,  but  it  is  the  "ugly  sea"  which  these  storms  raise.  The  current  of  the  stream  running  in  one 
direction,  and  the  wind  blowing  in  another,  creates  a  sea  that  is  often  frightful. 

In  the  month  of  December,  1853,  the  fine  new  steamship  San  Francisco  sailed  from  New  York  with  a 
regiment  of  United  States  troops  on  board,  bound  around  Cape  Horn  for  California.  She  was  overtaken, 
while  crossing  the  Gulf  Stream,  by  a  gale  of  wind,  in  which  she  was  terribly  crippled.  Her  decks  were 
swept,  and  by  one  single  blow  of  those  terrible  seas  that  the  storms  there  raise,  one  hundred  and  seventy- 
nine  souls,  officers  and  soldiers,  were  washed  overboard  and  drowned. 

The  day  after  this  disaster  she  was  seen  by  one  vessel,  and  again  the  next  day,  December  26th,  by 
another ;  but  neither  of  them  could  render  her  any  assistance. 

When  they  arrived  in  the  United  States  and  reported  what  they  had  seen,  the  most  painful 
apprehensions  were  entertained,  by  friends,  for  the  safety  of  those  on  board.  Vessels  were  sent  out  to 
search  for  and  relieve  her.     But  which  way  should  these  vessels  go  ?     Where  should  they  look  ? 

An  appeal  was  made  to  know  what  light  the  system  of  researches  carried  on  at  the  National 
Observatory  concerning  winds  and  currents  could  throw  upon  the  subject. 

The  materials  that  had  been  discussed  were,  examined,  and  a  chart  was  prepared  to  show  the  course  of 
the  Gulf  Stream  at  that  season  of  the  year.  (See  the  limits  of  the  Gulf  Stream  for  March,  Plate  XVII.) 
Upon  the  supposition  that  the  steamer  had  been  completely  disabled,  the  lines  a  h  were  drawn  to  define  the 
limits  of  her  drift.  Between  these  two  lines,  it  was  said,  the  steamer,  if  she  could  neither  steam  nor  sail 
after  the  gale,  had  drifted. 

By  request,  I  prepared  instructions  for  two  revenue  cutters  that  were  sent  to  search  for  her.  One  of 
them,  being  at  New  London,  was  told  to  go  along  the  dotted  track  leading  to  c,  expecting  thereby  to  keep 
inside  of  the  line  along  which  the  steamer  had  drifted,  with  the  view  of  intercepting  and  speaking 
homeward-bound  vessels  that  might  have  seen  the  wreck. 

The  cutter  was  to  proceed  to  c,  where  she  might  expect  to  fall  in  with  the  line  of  drift  taken  by  the 
steamer.  The  last  that  was  seen  of  that  ill-fated  vessel  was  when  she  was  at  o.  So,  if  the  cutter  had  been 
in  time,  she  had  instructions  that  would  have  taken  her  in  sight  of  the  object  of  her  search. 

It  is  true  that,  before  the  cutter  sailed,  the  Kilby,  the  Three  Bells,  and  the  Antarctic,  unknown  to 
anxious  friends  at  home,  had  fallen  in  with  and  relieved  the  wreck ;  but  that  does  not  detract  from  the 
system  of  observations,  of  the  results  of  which,  and  their  practical  application,  it  is  the  object  of  this  work 
to  treat. 


I 


INFLUENCE  OF  THE  GULF  STREAM  UPON   CLIMATES.  117 

A  beautiful  illustration  of  their  usefulness  is  the  fact  that,  though  the  barque  Kilby  lost  sight  of  the 
wreck  at  night,  and  the  next  morning  did  not  know  which  way  to  look  for  it,  and  could  not  find  it,  yet,  by 
a  system  of  philosophical  deduction,  we  on  shore  could  point  out  the  whereabouts  of  the  disabled  steamer 
so  closely,  that  vessels  could  be  directed  to  look  for  her  exactly  where  she  was  to  be  seen. 

These  storms,  for  which  the  Gulf  Stream  has  such  attraction,  and  over  which  it  seems  to  exercise  so 
much  control,  are  said  to  be,  for  the  most  part,  whirlwinds.  All  boys  are  familiar  with  miniature 
whirlwinds  on  shore.  They  are  seen,  especially  in  the  autumn,  sweeping  along  the  roads  and  streets, 
raising  columns  of  dust,  leaves,  &c.,  which  rise  up  like  inverted  cones  in  the  air,  and  gyjate  about  the 
centre  or  axis  of  the  storm.  Thus,  while  the  axis,  and  the  dust,  and  the  leaves,  and  all  those  things  which 
mark  the  course  of  the  whirlwind,  are  travelling  in  one  direction,  it  may  be  seen  that  the  wind  is  blowing 
around  this  axis  in  all  directions. 

Just  so  with  some  of  these  Gulf  Stream  storms.  That  represented  on  Plate  X.  is  such  a  one.  It  was 
a  rotary  storm.    Mr.  Piddington,  an  eminent  meteorologist  of  Calcutta,  calls  them  Cycloins. 

Now,  what  should  make  these  storms  travel  toward  the  Gulf  Stream,  and  then,  joining  it,  travel  along 
with  its  current  ?  It  is  the  high  temperature  of  its  waters,  say  mariners.  But  why,  or  wherefore,  should 
the  spirits  of  the  storm  obey  in  this  manner  the  influence  of  these  high  temperatures,  philosophers  have 
not  been  able  to  explain. 

153.  Tlie  influence  of  the  Gulf  Stream  upon  commerce  and  navigation. 

Formerly,  the  Gulf  Stream  controlled  commerce  across  the  Atlantic  by  governing  vessels  in  their 
routes  through  this  ocean  to  a  greater  extent  than  it  does  now,  and  simply  for  the  reason  that  ships  are 
faster,  instruments  better,  and  navigators  are  more  skilful  now  than  formerly  they  were. 

Up  to  the  close  of  the  last  century,  the  navigator  guessed  as  much  as  he  calculated  the  place  of  his 
ship:  vessels  from  Europe  to  Boston  frequently  made  New  York,  and  thought  the  land-fall  by  no  means 
bad.  Chronometers,  now  so  accurate,  were  then  an  experiment.  The  Nautical  Ephemeris  itself  was 
faulty,  and  gave  tables  which  involved  errors  of  thirty  miles  in  the  longitude.  The  instruments  of 
navigation  erred  by  degrees  quite  as  much  as  they  now  do  by  minutes;  for  the  rude  "cross  staff"  and  "back 
staff;"  the  "sea-ring"  and  "mariner's  bow,"  had  not  yet  given  place  to  the  nicer  sextant  and  circle  of 
reflection  of  the  present  day.  Instances  are  numerous  of  vessels  navigating  the  Atlantic  in  those  times 
being  6°,  8°,  and  even  10°  of  longitude  out  of  their  reckoning  in  as  many  days  from  port. 

Though  navigators  had  been  in  the  habit  of  crossing  and  recrossing  the  Gulf  Stream  almost  daily  for 
three  centuries,  it  never  occurred  to  them  to  make  use  of  it  as  a  means  of  giving  them  their  longitude, 
and  of  warning  them  of  their  approach  to  the  shores  of  this  continent. 

Dr.  Franklin  was  the  first  to  suggest  this  use  of  it.  The  contrast  afforded  by  the  temperature  of  its 
waters  and  that  of  the  sea  between  the  Stream  and  the  shores  of  America  was  striking.  The  dividing  line 
between  the  warm  and  the  cool  waters  was  sharp  (§  126);  and  this  dividing  line,  especially  that  on  the 
western  side  of  the  stream,  never  changed  its  position  as  much  in  longitude  as  mariners  erred  in  their 
reckoning. 


11* 


THE  WIND  AND  CURRENT  CHARTS. 


When  he  was  in  London,  in  1770,  he  happened  to  be  consulted  as  to  a  memorial  which  the  Board  of 
Customs  at  Boston  sent  to  the  Lords  of  the  Treasury,  stating  that  the  Falmouth  packets  were  generally  a 
fortnight  longer  to  Boston  than  comm.on  traders  were  from  London  to  Providence,  Rhode  Island.  They 
therefore  asked  that  the  Falmouth  packets  might  be  sent  to  Providence  instead  of  to  Boston.  This 
appeared  strange  to  the  doctor,  for  London  was  much  further  than  Falmouth,  and  from  Falmouth  the 
routes  were  the  same,  and  the  difference  should  have  been  the  other  way.  He,  however,  consulted 
Captain  Folger,  a  Nantucket  whaler,  who  chanced  to  be  in  Loudon  also;  the  fisherman  explained  to  him 
that  the  difference  arose  from  the  circumstance  that  the  Rhode  Island  captains  were  acquainted  with  the 
Gulf  Stream,  while  those  of  the  English  packets  were  not.  The  latter  kept  in  it,  and  were  set  back  sixty 
or  seventy  miles  a  day,  while  the  former  avoided  it  altogether.  He  had  been  made  acquainted  with  it  by 
the  whales  which  were  found  on  either  side  of  it,  but  never  in  it.  At  the  request  of  the  doctor,  he  then 
traced  on  a  chart  the  course  of  this  stream  from  the  Straits  of  Florida.  The  doctor  had  it  engraved  at 
Tower  Hill,  and  sent  copies  of  it  to  the  Falmouth  captains,  who  paid  no  attention  to  it.  The  course  of  the 
Gulf  Stream,  as  laid  down  by  that  fisherman  from  his  general  recollection  of  it,  has  been  retained  and 
quoted  on  the  charts  for  navigation,  we  may  say,  until  the  present  day. 

But  the  investigations  of  which  we  are  treating  are  beginning  to  throw  more  light  upon  this  subject ; 
they  are  giving  us  more  correct  knowledge  in  every  respect  with  regard  to  it,  and  to  many  other  new  and 
striking  features  in  the  physical  geography  of  the  sea. 

No  part  of  the  world  affords  a  more  difficult  or  dangerous  navigation  than  the  approaches  of  our 
northern  coast  in  winter.  Before  the  warmth  of  the  Gulf  Stream  was  known,  a  voyage  at  this  season 
from  Europe  to  New  England,  New  York,  and  even  to  the  Capes  of  the  Delaware  or  Chesapeake,  was 
many  times  more  trying,  difficult,  and  dangerous  than  it  now  is.  In  making  this  part  of  the  coast,  vessels 
are  frequently  met  by  snow-storms  and  gales  which  mock  the  seaman's  strength  and  set  at  naught  his 
skill.  In  a  little  while  his  barque  becomes  a  mass  of  ice ;  with  her  crew  frosted  and  helpless,  she  remains 
obedient  only  to  her  helm,  and  is  kept  away  for  the  Gulf  Stream.  After  a  few  hours'  run,  she  reaches  its 
edge,  and  almost  at  the  next  bound  passes  from  the  midst  of  winter  into  a  sea  at  summer  heat.  Now  the 
ice  disappears  from  her  apparel;  the  sailor  bathes  his  stiffened  limits  in  tepid  waters;  feeling  himself 
invigorated  and  refreshed  with  the  genial  warmth  about  him,  he  realizes,  out  there  at  sea,  the  fable  of 
Antaeus  and  his  mother  Earth.  He  rises  up  and  attempts  to  make  his  port  again,  and  is  again  as  rudely 
met  and  beat  back  from  the  nortliwest ;  but  each  time  that  he  is  driven  off  from  the  contest,  he  comes 
forth  from  this  stream,  like  the  ancient  son  of  Neptune,  stronger  and  stronger,  until,  after  many  days,  his 
freshened  strength  prevails,  and  he  at  last  triumphs  and  enters  his  haven  in  safety — though  in  this  contest 
he  sometimes  falls  to  rise  no  more,  for  it  is  often  terrible.  Many  ships  annually  founder  in  these  gales ; 
and  I  might  name  instances,  for  they  are  not  uncommon,  in  which  vessels  bound  to  Norfolk  or  Baltimore, 
with  their  crews  enervated  in  tropical  climates,  have  encountered,  as  far  down  as  the  Capes  of  Virginia, 
snow-storms  that  have  driven  them  back  into  the  Gulf  Stream  time  and  again,  and  have  kept  them  out  for 
forty,  fifty,  and  even  for  sixty  days,  trying  to  make  an  anchorage. 

Nevertheless,  the  presence  of  the  warm  waters  of  the  Gulf  Stream,  with  their  summer  heat  in  mid- 


INFLTfENCE  OF  THE  GULF  STItEAM  UPON  CLIMATES.  11& 

winter,  off  the  shores  of  New  England,  is  a  great  boon  to  navigation.  At  this  season  of  the  year  especially, 
the  number  of  wrecks  and  the  loss  of  life  along  the  Atlantic  sea-front  are  frightful.  The  month's  average 
of  wrecks  has  been  as  high  as  three  a  day.  How  many  escape  by  seeking  refuge  from  the  cold  in  the 
warm  waters  of  the  Gulf  Stream  is  matter  of  conjecture.  Suffice  it  to  say,  that  before  their  temperature 
was  known,  vessels  thus  distressed  knew  of  no  place  of  refuge  short  of  the  "West  Indies ;  and  the  news- 
papers of  that  day — Franklin's  Pennsylvania  Gazette  among  them — inform  us  that  it  was  no  uncommon 
occurrence  for  vessels,  bound  for  the  Capes  of  the  Delaware  in  winter,  to  be  blown  off  and  to  go  to  the 
West  Indies,  and  there  wait  for  the  return  of  spring  before  they  would  attempt  another  approach  to  this 
PUrt  of  the  coast. 

154.  Accordingly,  Dr.  Franklin's  discovery  with  regard  to  the  Gulf  Stream  temperature  was  looked 
upon  as  one  of  great  importance,  not  only  on  account  of  its  afibrding  to  the  frosted  mariner  in  winter  a 
convenient  refuge  from  the  snow-storm,  but  because  of  its  serving  the  navigator  with  an  excellent  land- 
mark or  beacon  for  our  coast,  in  all  weathers.  And  so  viewing  it,  the  doctor  concealed  his  discovery,  for 
we  were  then  at  war  with  England.  It  was  then  not  uncommon  for  vessels  to  be  as  much  as  10°  out  in 
their  reckoning.  He  himself  was  5°.  Therefore,  in  approaching  the  coast,  the  current  of  warm  water  in 
the  Gulf  Stream,  and  of  cold  water  on  this  side  of  it,  if  tried  with  the  thermometer,  would  enable  the 
mariner  to  judge  with  great  certainty,  and  in  the  worst  of  weather,  as  to  his  position.  Jonathan  Williams 
afterward,  in  speaking  of  the  importance  which  the  discovery  of  these  warm  and  cold  currents  would  prove 
to  navigation,  pertinently  asked  the  question,  "  If  these  stripes  of  water  had  been  distinguished  by  the 
colors  of  red,  white,  and  blue,  could  they  be  more  distinctly  discovered  than  they  are  by  the  constant  use 
of  the  thermometer  ?"  And  he  might  have  added,  could  they  have  marked  the  position  of  the  ship  more 
clearly  ? 

When  his  work  on  Thermometrical  Navigation  appeared.  Commodore  Truxton  wrote  to  him:  "Your 
publication  will  be  of  use  to  navigation,  by  rendering  sea  voyages  secure  far  beyond  what  even  you  yourself 
will  immediately  calculate,  for  I  have  proved  the  utility  of  the  thermometer  very  often  since  we  sailed 
together. 

"  It  will  be  found  a  most  valuable  instrument  in  the  hands  of  marinere,  and  particularly  as  to  those 

who  are  unacquainted  with  astronomical  observations; these  particularly  stand  in  need  of  a  simple 

method  of  ascertaining  their  approach  to  or  distance  from  the  coast,  especially  in  the  winter  season  ;  for  it 
is  then  that  passages  are  often  prolonged,  and  ships  blowii  off  the  coast  by  hard  westerly  winds,  and  vessels 
get  into  the  Gulf  Stream  without  its  being  known ;  on  which  account  they  are  often  hove  to  by  the  captains' 
supposing  themselves  near  the  coast  when  they  are  very  far  off  (having  been  drifted  by  the  currents).  On 
the  other  hand,  ships  are  often  cast  on  the  coast  by  sailing  in  the  eddy  of  the  Stream,  which  causes  them  to 
outrun  their  common  reckoning.  Every  year  produces  new  proofs  of  these  facts,  and  of  the  calamities 
incident  thereto." 

Though  Dr.  Franklin's  discovery  was  made  in  1775,  yet,  for  political  reasons,  it  was  not  generally  made 
known  till  1790.  Its  immediate  effect  in  navigation  was  to  make  the  ports  of  the  North  as  accessible  in 
winter  .is  in  summer.     What  agency  this  circumstance  had  in  the  decline  of  the  direct  trade  of  the  South, 


120 


THE  WIND  AND  CURRENT  CHARTS. 


which  followed  this  discovery,  would  be,  at  least  to  the  political  economist,  a  subject  for  much  curious  and 
interesting  speculation.  I  have  referred  to  the  commercial  tables  of  the  time,  and  have  compared  the  trade 
of  Charleston  with  that  of  the  northern  cities  for  several  years,  both  before  and  after  the  discovery  of  Dr. 
Franklin  became  generally  known  to  navigators.  The  comparison  shows  an  immediate  decline  in  the 
Southern  trade,  and  a  wonderful  increase  in  that  of  the  North.  But  whether  this  discovery  in  navigation 
and  this  revolution  in  trade  stand  in  the  relation  of  cause  and  effect,  or  be  merely  a  coincidence,  let  others 
judge. 

In  1769,  the  commerce  of  the  two  Carolinas  equalled  that  of  all  the  New  England  States  together;  it 
was  more  than  double  that  of  New  York,  and  exceeded  that  of  Pennsylvania  by  one  third.*  In  1792,  the 
exports  from  New  York  amounted  in  value  to  two  millions  and  a  half;  from  Pennsylvania,  to  $3,820,000 ; 
and  from  Charleston  alone,  to  $3,834,000. 

But  in  1795— by  which  time  the  Gulf  Stream  began  to  be  as  well  understood  by  navigators  as  it  now 
is,  and  the  average  passages  from  Europe  to  the  North  were  shortened  nearly  one-half,  while  those  to  the 
South  remained  about  the  same — the  customs  at  Philadelphia  alone  amounted  to  $2,941,000,t  or  more  than 
one  half  of  those  collected  in  all  the  States'  together. 


*  From  WPherton's  Annala  of  Commerce — Exports  and  Imports  in  1769,  valued  in  Sterling  Money. 

EXPORTS. 


New  England    .... 

New  York 

Pennsylvania     .... 
North  and  South  Carolina 


TO  GREAT  BRITAIN. 


£ 

142,775 

113,382 

28,112 

406,014 


d. 
9 
8 
9 
1 


SOUTH  OF  EUROPE. 


£ 

81,173 

50,885 

203,762 

76,119 


d. 

2 

0 

11 

10 


WEST  INDIES. 


£ 

308,427 
00,324 

178,331 
87,758 


17 

7 

19 


d. 
6 
5 


jE  s. 

17,713  0 

1,313  2 

600  9 

691  12 


550,089  19 

231,900  1 

410,756  16 

569,584  17 


d. 
2 
7 
1 
3 


IMPOETS 

FROM  GREAT  BRITAIN. 

SOUTH  OF  EUROPE. 

WEST  INDIES. 

AFRICA. 

TOTAL. 

New  England 

New  York 

Pennsylvania 

North  and  South  Carolina    . 

£                S.        d. 

223,695     11     6 

75,930     19     7 

204,979     17     4 

P27,084      8    6 

£          s.     d. 

25,408     17    9 

14,927      7     8 

14,249      8    4 

7,099      5  10 

£  s.  d. 
314,749     14     5 

97,420  4  0 
180,591     12    4 

76,269    17  11 

£                S. 

.180      0 
697     10 

137,620    10 

d. 
0 
0 

0 

£          s.     d. 
504,034      3     8 
188,976       1     3 
399,830     18     0 
535,714       2     3 

f  Value  of  Exports  in  Dollars,  (^a) 


1791. 

1792. 

1793. 

1794. 

1795. 

1796. 

Massachusetts 

New  York 

Pennsylvania 

South  Carolina 

2,519,651 
2,505,465 
3,436,000 
2,093,000 

2,888,104 
2,535,790 
3,820,000 
2,428,000 

3,755,347 
2,932,370 
0,958,000 
3,191,000 

5,292,441 
5,442,000 
6,643,000 
3,868,000 

7,117,907 
10,304,000 
11,618,000 

5,988,000 

9,949,345 
12,208,027 
17,513,866 

7,620,000 

Duties  on 

Imports  in  Dollars. 

1791. 

1792. 

1793. 

1794. 

1795. 

1796. 

1833. 

Massachusetts 

New  York 

Pennsylvania 

South  Carolina 

1,006,000 

1,334,000 

1,466,000 

623,000 

723,000 
1,173,000 
1,100,000 

359,000 

1,044,000 

1,204,000 

1,823,000 

360,000 

1,121,000 

1,878,000 

1,498,000 

661,000 

1,520,000 

2,028,000 

2,300,000 

722,000 

1,460,000 

2,187,000 

2,050,000 

66,000 

3,055,000 

10,713,000 

2,207.000 

389,000 

(a)  Doc.  No.  330,  H.  R.,  2d  Session,  25th  Congress.     Some  of  its  statements  do  not  agree  with  those  taken  from  M'Pherson,  and 
previously  quoted. 


THK  DEPTHS  OF  THE  OCEAN.  121 

Nor  did  the  effect  of  the  doctor's  discovery  end  here.  Before  it  was  made,  the  Gulf  Stream  was 
altogether  insidious  in  its  effects.  By  it,  vessels  were  often  drifted  many  miles  out  of  their  course  without 
knowing  it ;  and  in  bad  and  cloudy  weather,  when  many  days  would  intervene  from  one  observation  to 
another,  the  set  of  the  current,  though  really  felt  for  but  a  few  hours  during  the  interval,  could  only  be 
proportioned  out  equally  among  the  whole  number  of  days.  Therefore  navigators  could  have  only  very 
vague  ideas  either  as  to  the  strength  or  the  actual  limits  of  the  Gulf  Stream,  until  they  were  marked  out  to 
the  Nantucket  fishermen  by  the  whales,  or  made  known  by  Captain  Folger  to  Dr.  Franklin.  The  dis- 
covery, therefore,  of  its  high  temperature,  assured  the  navigator  of  the  presence  of  a  current  of  surprising 
velocity,  and  which,  now  turned  to  certain  account,  would  hasten,  as  it  had  retarded,  his  voyage  in  a 
wonderful  degree. 

Such,  at  the  present  day,  is  the  degree  of  perfection  to  which  nautical  tables  and  instruments  have 
been  brought,  that  the  navigator  may  now  detect,  and  with  great  certainty,  every  current  that  thwarts  his 
way.  He  makes  great  use  of  them.  Colonel  Sabine,  in  his  pa.ssage,  a  few  years  ago,  from  Sierra  Leone  to 
New  York,  was  drifted  one  thousand  six  hundred  miles  of  his  way  by  the  force  of  currents  alone;  and, 
since  the  application  of  the  thermometer  to  the  Gulf  Stream,  the  average  passage  from  England  has  been 
reduced  from  upward  of  eight  weeks  to  a  little  more  than  four. 

Some  political  economists  of  America  have  ascribed  the  great  decline  of  southern  commerce,  which 
followed  the  adoption  of  the  Constitution  of  the  United  States,  to  the  protection  given  by  legislation  to 
northern  interests.  But  I  think  these  statements  and  figures  show  that  this  decline  was  in  no  small 
degree  owing  to  the  Gulf  Stream  and  the  water  thermometer ;  for  they  changed  the  relations  of  Charleston — 
the  great  southern  emporium  of  the  times — removing  it  from  its  position  as  a  half-way  house,  and  placino- 
it  in  the  category  of  an  outside  station. 


CHAPTER    X. 

THE  DEPTHS  OF  THE  OCEAN. 


The  Depth  of  Blue  Water  unknown,  J  155. — Results  of  former  Methods  of  Deep-sea  Soundings  not  entitled  to  Confidence,  156. — The 
deepest  Soundings  reported,  157. — Plan  adopted  in  the  Navy,  158. — Why  the  Sounding-twine  will  not  stop  running  out  when  the 
Plummet  reaches  Bottom,  159. — Indications  of  Under  Currents,  160. — Soundings  to  be  made  from  a  Boat,  161. — Brooke's  Deep- 
sea  Sounding  Apparatus,  162. — Rate  of  Descent,  163. — Tlie  greatest  Depths  at  which  Bottom  has  been  found,  164. 

155.  Until  the  commencement  of  the  plan  of  deep-sea  soundings,  as  now  conducted  in  the  American 
Navy,  the  bottom  of  what  the  sailors  call  "blue  water"  was  as  unknown  to  us  as  is  the  interior  of  any  of 
the  planets  of  our  system.    Ross  and  Dupetlt  Thouars,  with  other  officers  of  the  English,  French,  and 


*  Vide  Maury's  Physical  Geography  of  the  Sea.     Harper  and  Brothers,  New  York. 

16 


122  THE  WIND  AND  CURRENT  CHARTS. 

Dutch  navies,  bad  attempted  to  fathom  the  deep  sea,  some  with  silk  threads,  some  with  spun-yarn,  and  some 
with  the  common  lead  and  line.  All  of  these  attempts  were  made  upon  the  supposition  that  when  the 
lead  reached  the  bottom,  either  a  shock  would  be  felt,  or  the  line,  becoming  slack,  would  cease  to  run  out. 

156.  The  series  of  systematic  experiments  recently  made  upon  this  subject  shows  that  there  is  no 
reliance  to  be  placed  on  such  a  supposition,  for  the  shock  caused  by  striking  bottom  cannot  be  communi- 
cated through  very  great  depths,  and  therefore  it  does  not  follow  that  the  line  will  become  slack  and  cease 
to  run  out  when  the  plummet  reaches  the  bottom.  Furthermore,  the  lights  of  experience  show  that,  as  a 
general  rule,  the  under  currents  of  the  deep  sea  have  force  enough  to  take  the  line  out  long  after  the  plum- 
met has  ceased  to  do  so.  Consequently,  there  is  but  little  reliance  to  be  placed  upon  deep-sea  soundings 
of  former  methods,  when  the  depths  reported  exceeded  eight  or  ten  thousand  feet. 

Attempts  to  fathom  the  ocean,  both  by  sound  and  pressure,  had  been  made,  but  in  "blue  water"  every 
trial  was  only  a  failure  repeated.  The  most  ingenious  and  beautiful  contrivances  for  deep-sea  soundings 
were  resorted  to.  By  exploding  heavy  charges  of  powder  in  the  deep  sea,  when  the  winds  were  hushed 
and  all  was  still,  the  echo  or  reverberation  from  the  bottom  might,  it  was  held,  be  heard,  and  the  depth 
determined  from  the  rate  at  which  sound  travels  through  water.  But,  though  the  explosion  took  place 
many  feet  below  the  surface,  echo  was  silent,  and  no  answer  was  received  from  the  bottom.  Ericsson  and 
others  constructed  deep-sea  leads  having  a  column  of  air  in  them,  which,  by  compression,  would  show  the 
aqueous  pressure  to  which  they  might  be  subjected.  This  was  found  to  answer  well  for  ordinary  purposes, 
but  in  the  depths  of  "blue  water,"  where  the  pressure  would  be  equal  to  several  hundred  atmospheres,  the 
trial  was  more  than  this  instrument  could  stand. 

Mr.  Baur,  an  ingenious  mechanician  of  New  York,  constructed,  according  to'  a  plan  which  I  furnished 
him,  a  deep-sea  sounding  apparatus.  To  the  lead  was  attached,  upon  the  principle  of  the  screw  propeller,  a 
small  piece  of  clock-work,  for  registering  the  number  of  revolutions  made  by  the  little  screw  during  the 
descent ;  and,  it  having  been  ascertained  by  experiment  in  shoal  water  that  the  apparatus,  in  descending, 
would  cause  the  propeller  to  make  one  revolution  for  every  fathom  of  perpendicular  descent,  hands 
provided  with  the  power  of  self-registration  were  attached  to  a  dial,  and  the  instrument  was  complete.  It 
worked  beautifully  in  moderate  depths,  but  failed  in  blue  water,  from  the  difficulty  of  hauling  it  up  if  the 
line  used  were  small,  and  from  the  difficulty  of  getting  it  down  if  the  line  used  were  large  enough  to  give 
the  requisite  strength  for  hauling  up. 

But,  notwithstanding  these  failures,  there  was  encouragement,  for  greater  difficulties  had  been  overcome 
in  other  departments  of  physical  research.  Astronomers  had  measured  the  volumes  and  weighed  the 
masses  of  the  most  distant  planets,  and  increased  thereby  the  stock  of  human  knowledge.  Was  it  creditable 
to  the  age  that  the  depths  of  the  sea  should  remain  in  the  category  of  an  unsolved  problem  ?  Beneath  its 
surface,  was  a  sealed  volume,  abounding  in  knowledge  and  instruction  that  might  be  both  useful  and  profit- 
able to  man.  The  seal  which  covered  it  was  of  rolling  waves  many  thousand  feet  in  thickness.  Could  it 
not  be  broken?  Curiosity  had  always  been  great,  still,  neither  the  enterprise  nor  the  ingenuity  of  man  had 
as  yet  proved  itself  equal  to  the  task.     No  one  had  succeeded  in  penetrating,  and  bringing  up  from  beyond 


THE   DEPTHS   OF  THE   OCEAN.  123 

the  depth  of  two  or  three  hundred  fathoms  below  the  aqueous  covering  of  the  earth,  any  specimens  of  solid 
matter  for  the  study  of  philosophers. 

The  sea,  with  its  myths,  has  suggested  attractive  themes  to  all  people  in  all  ages.  Like  the  heavens, 
it  affords  an  almost  endless  variety  of  subjects  for  pleasing  and  profitable  contemplation,  and  there  has 
remained  in  the  human  mind  a  lenging  to  learn  more  of  its  wonders  and  to  understand  its  mysteries.  The 
Bible  often  alludes  to  thera.  Are  they  past  finding  out?  Ilow  deep  is  it'/  and  what  is  at  the  bottom  of 
it?     Could  not  the  ingenuity  and  appliances  of  the  age  throw  some  light  upon  these  questions? 

The  government  was  liberal  and  enlightened ;  times  seemed  propitious ;  but  when  or  how  to  begin, 
after  all  these  failures,  with  this  interesting  problem,  was  one  of  the  difficulties  first  to  be  overcome. 

It  was  a  common  opinion,  derived  chiefly  from  a  supposed  physical  relation,  that  the  depths  of  the  sea 
are  about  equal  to  the  heights  of  the  mountains.  But  this  conjecture  was,  at  best,  only  a  speculation. 
Though  plausible,  it  did  not  satisfy.  There  were,  in  the  depths  of  the  sea,  untold  wonders  and  inexplicable 
mysteries.  Therefore  the  contemplative  mariner,  as  in  mid-ocean  he  looked  down  upon  the  gentle  bosom 
of  the  sea,  continued  to  experience  sentiments  akin  to  those  which  fill  the  mind  of  the  devout  astronomer 
when,  in  the  stillness  of  the  night,  he  looks  out  upon  the  stars,  and  wonders. 

Nevertheless,  the  depths  of  the  sea  still  remained  as  fathomless  and  as  mysterious  as  the  firmament 
above.  Indeed,  telescopes  of  huge  proportions  and  of  vast  space-penetrating  powers  had  been  erected  here 
and  there  by  the  munificence  of  individuals,  and  attempts  made  with  them  to  gauge  the  heavens  and  sound 
out  the  regions  of  space.  Could  it  be  more  difficult  to  sound  out  the  sea  than  to  gauge  the  blue  ether  and 
fathom  the  vaults  of  the  sky?  The  result  of  the  astronomical  undertakings*  lies  in  the  discovery  that 
what,  through  other  instruments  of  less  power,  appeared  as  clusters  of  stars,  were,  by  these  of  larger  powers, 
separated  into  groups,  and  what  had  been  reported  as  nebulae,  could  now  be  resolved  into  clusters;  that,  in 
certain  directions,  the  abyss  beyond  these  faint  objects  is  decked  with  other  nebulae,  which  these  great 
instruments  may  bring  to  light,  but  cannot  resolve ;  and  that  there  are  still  regions  and  realms  beyond, 
which  the  rays  of  the  brightest  sun  in  the  sky  have  neither  the  intensity  nor  the  force  to  reach,  much  less 
to  penetrate. 

So,  too,  with  the  bottom  of  the  sea,  and  the  knowledge-seeking  mariner.  Though  nothing  thence  had 
been  brought  to  the  light,  exploration  had  invested  the  subject  with  additional  interest,  and  increased  the 
desire  to  know  more.  In  this  state  of  the  case,  the  idea  of  a  common  twine  thread  for  a  sounding-line,  and 
a  cannon  ball  for  a  sinker,  was  suggested.  It  was  a  beautiful  conception  ;  for,  besides  its  simplicity,  it  had 
in  its  favor  the  greatest  of  recommendations:  it  could  be  readily  put  into  practice. 

Well-directed  attempts  to  fathom  the  ocean  began  now  to  be  made,  and  the  public  mind  was 
astonished  at  the  vast  depths  that  were  at  first  reported. 

157.  Lieutenant  Walsh,  of  the  United  States  schooner  Taney,  reported  a  cast  with  the  deep-sea 
lead  at  thirty-four  thousand  feet  without  bottom.     His  sounding-line  was  an  iron  wire  more  than  eleven 


*  See  tlie  works  of  Ilerscbcl  and  Ross,  and  their  telescopes. 


124  THE  WIND  AND  CURRENT  CHARTS. 

miles  in  length.  Lieutenant  Berryman,  of  the  United  States  brig  Dolphin,  reported  another  unsuccessful 
attempt  to  fathom  mid-ocean  with  a  line  thirty-nine  thousand  feet  in  length.  Captain  Denham,  of  her 
Britannic  majesty's  ship  Herald,  reported  bottom  in  the  South  Atlantic  at  the  depth  of  forty-six 
thousand  feet ;  and  Lieutenant  J.  P.  Parker,  of  the  United  States  frigate  Congress,  afterward,  in 
attempting  to  sound  near  the  same  region,  let  go  his  plummet,  and  saw  a  line  fifty  thousand  feet  long  run 
out  after  it  as  though  the  bottom  had  not  been  reached. 

The  three  last-named  attempts  were  made  with  the  sounding-twine  of  the  American  Navy,  which  has 
been  introduced  in  conformity  with  a  very  simple  plan  for  sounding  out  the  depths  of  the  ocean.  It 
involved  for  each  cast  only  the  expenditure  of  a  cannon  ball,  and  twine  enough  to  reach  the  bottom.  This 
plan  was  introduced  as  a  part  of  the  researches  conducted  at  the  National  Observatory,  and  which  have 
proved  so  fruitful  and  beneficial,  concerning  the  winds  and  currents,  and  other  phenomena  of  the  ocean. 
These  researches  had  already  received  the  approbation  of  the  Congress  of  the  United  States ;  for  that 
body,  in  a  spirit  worthy  of  the  representatives  of  a  free  and  enlightened  people,  had  authorized  the 
Secretary  of  the  Navy  to  employ  three  public  vessels  to  assist  in  perfecting  the  discoveries,  and  in  con- 
ducting the  investigations  connected  therewith. 

The  following  circular  order  to  the  commanders  of  all  vessels  of  the  navy  has  been  issued,  and  is 
now  in  force. 


Circular. 


Bureau  of  Ordnance  and  Hydrography,  Nov.  22, 1851. 
158.  Sir  :  Your  attention  is  particularly  invited  to  the  accompanying  Directions  relative  to  deep-sea 
soundings. 

You  will  take  care  that  they  be  diligently  and  faithfully  carried  out  on  board  the  vessel  under  your 
command. 

You  will  report,  from  time  to  time,  to  this  Bureau,  the  latitude,  longitude,  depth,  drift,  time,  and  all 
the  circumstances  connected  with  each  cast,  whether  successful  in  reaching  bottom  or  not — stating  the  kind 
of  sinker  used,  its  weight,  and  whether  the  large  or  small  twine  was  used. 

This  order  is  to  supersede  that  of  June  1,  1850,  on  the  same  subject,  and  the  Directions  given  at 
pages  70  and  71  of  Maury's  3d  edition  of  Sailing  Directions,  so  far  as  they  may  conflict  with  these. 

Respectfully,  your  obedient  servant, 

C.  MORRIS, 

Chief  of  Bureau. 
Approved:    Will.  A.  Graham, 

Secretary  of  the  Navy. 
To 


^^^_  __  THE  DEPTHS  OF  THK  OCKAN.  125 

^^^^  Instructions  for  using  the  Sounding- Twine. 

The  twine  for  deep-sea  soundings  is  of  two  sizes ;  the  smaller  size  is  intended  to  be  used  when  no 
attempt  is  made  to  bring  up  specimens  from  the  bottom.  It  is  calculated  to  bear  60  pounds'  weight  in  the 
air ;  it  is  about  seven-hundredths  of  an  inch  in  diameter,  and  measures  180  fathoms  to  the  pound.  It  is 
marked  at  every  100  fathoms,  and  furnished  on  reels  containing  10,000  fathoms  each. 

The  larger  size  is  to  be  used  for  bringing  up  specimens.  It  is  calculated  to  bear  a  weight  in  the  air 
of  150  pounds ;  it  is  about  one-tenth  of  an  inch  in  diameter,  and  measures  about  80  fathoms  to  the  pound. 
It  is  furnished  on  reels  of  5,000  fathoms  each. 

It  is  desired,  as  a  general  rule,  to  have  one  deep-sea  sounding  only  for  every  space  of  five  degrees 
square,  on  a  chart  -which  is  constructed  with  its  meridians  and  parallels  drawn  only  for  every  five  degrees 
of  latitude  and  longitude  respectively. 

The  spaces  in  which  deep-sea  soundings  have  been  made  in  the  North  Atlantic  Ocean  are  shown  on 
Plate  XIV.  It  is  desirable  to  have  the  soundings  on  that  Plate  with  a  note  of  interrogation  after  them, 
verified. 

Attempts  should  be  made  to  bring  up  specimens  of  the  bottom  whenever  practicable ;  for  this  purpose, 
the  large  twine  should  be  bent  on  to  Brooke's  deep-sea  sounding  apparatus. 

A  small  Stellwagen  cup  attached  to  the  bolt  of  Brooke's  lead,  may  be  substituted  with  advantage  for 
the  arming. 

After  a  little  experience,  the  officer  charged  with  making  deep-sea  soundings  will,  it  is  thought,  acquire 
skill  enough,  especially  when  the  sea  is  not  more  than  2,000  fathoms  deep,  to  bring  up  specimens  with 
Brooke's  apparatus  and  the  small  twine. 

When  the  small  twine  is  used  without  a  Brooke's  apparatus,  double  it  for  the  first  200  fathoms,  and 
use  two  32  lb.  shot  as  the  sinker ;  when  the  shot  reaches  the  bottom,  the  boat  may  ride  by  it,  until  the 
surface  current  shall  be  determined,  when  the  line  should  be  hauled  in  until  it  parts. 

The  sounding  should  in  all  cases  be  taken  from  a  boat,  and  not  from  the  vessel.  The  boat  with  its 
oars  can  be  kept  over  the  line,  whereas  the  vessel  will  drift. 

For  deep-sea  temperatures,  a  self-registering  metallic  thermometer  should  be  used,  especially  at  great 
depths.  When  no  metallic  thermometer  is  on  board,  then  a  resort  to  a  non-conducting  cylinder  for 
bringing  up  the  water  should  be  had. 

Approved :  C.  MORRIS. 

Decemler  17,  1853. 

Directions  for  taking  Deep-sea  Soundings. 

The  information  acquired  from  experience  upon  the  subject  of  deep-sea  soundings,  enables  me  to  say 
that  I  now  consider  it  as  practicable  to  fathom  the  greatest  depths  of  the  ocean,  whatever  they  may  be,  as 
it  is  to  sound  out  one  of  our  bays  or  harbors. 


128  THE  WIND  AND  CURRENT  CHARTS. 

Lieut.  Walsh's  experiments  in  the  Taney  satisfied  me  that  no  reliance  could  be  put  upon  results 
obtained  by  sounding  at  great  depths  with  wire.  His  great  sounding,  therefore,  was  most  valuable  and 
important,  for  it  led  the  way  to  the  use  of  twine. 

159,  It  was  thought  that,  upon  the  new  plan,  the  common  wrapping  thread  or  twine  used  in  the  shops 
would  answer  for  deep  soundings.  For  it  was  supposed  that  bottom  might  be  reached  always  and  at  any 
depth,  especially  in  calm  weather,  simply  by  fastening  the  end  of  twine  from  such  a  reel  to  a  common  32 
lb.  shot,  throwing  the  shot  overboard,  and  then  paying  out  the  twine  as  fast  as  the  shot  would  take  it  from 
the  reel.  When  the  shot  reached  bottom,  it  was  supposed  that  the  line  would  stop  running  out ;  and 
then,  cutting  the  thread,  and  seeing  how  much  was  left  on  the  reel,  the  depth  would,  it  was  thought,  be 
ascertained. 

This  required  the  loss  of  the  shot  and  the  twine,  but  they  were  cheap ;  for  it  was  supposed  that  a 
mere  thread,  which  had  strength  to  hold  together,  would  be  strong  enough. 

But  the  experiments  of  Lieut.  Wm.  Eogers  Taylor,  on  board  the  Albany,  Captain  Piatt  (a  full  account 
of  which  is  contained  in  the  5th  edition  of  this  work),  proved  these  notions  to  be  wrong.  The  casts  for 
deep-sea  soundings,  made  on  board  that  vessel,  showed  that  it  required  twine  of  considerable  strength  for 
the  purpose. 

160.  The  existence  of  a  physical  state  of  things  which  bears  upon  the  question  was  also  suggested  by 
Taylor's  experiments ;  and  that  is,  the  probable  existence  in  all  parts  of  the  sea  of  one  or  more  under 
currents.  In  other  words,  these  deep-sea  soundings  appear  to  confirm  what  I  have  been  endeavoring  to 
maintain  in  the  chapter  on  the  "Saltness  of  the  Sea,"  and  elsewhere,  viz:  That  the  ocean  has  its  system 
of  circulation,  so  ordered  that  its  waters,  whether  at  the  surface  or  in  the  depths  below,  are  seldom  or  never 
at  rest ;  that  this  circulation  is  all-pervading,  and  perpetual,  and  is  as  constant  in  the  horizontal  as  it  is  in 
the  vertical  direction. 

This  system  of  circulation  commenced  on  the  third  day  of  creation,  with  the  "  gathering  together  of 
the  waters,"  which  were  "  called  seas,"  and  doubtless  will  continue  as  long  as  sea  water  shall  possess  the 
properties  of  saltness  and  fluidity. 

The  confirmation  which  the  experiments  in  sounding  out  the  depths  of  the  ocean  seem  to  afford  for 
this  conjecture,  is  derived  from  the  inference,  in  the  first  place,  that  I  draw  from  the  experiments  which,  in 
a  few  cases,  have  been  made  in  sounding  at  the  same  place,  first  with  one  and  then  with  two  32  pound 
shot  as  a  sinker.  The  results  as  to  depths  have  been  accordant ;  but  invariably  the  depth,  as  given  by  the 
two  shots  is  a  little  less  than  by  one.  The  two  shots  sink  faster  than  the  one,  the  bight  of  the  line  in  the 
former  case,  therefore,  is  not  exposed  so  long  to  the  action  of  the  under  currents ;  consequently,  it  is  not 
swept  so  far  out  of  the  perpendicular  with  the  two  as  it  is  with  but  the  one  shot. 

In  the  next  place,  a  degree  of  confirmation  as  to  the  correctness  of  this  conjecture  is  afforded  by  the 
fact  that,  though  the  shot  may  reach  the  bottom,  the  line  has,  in  no  instance,  ceased  for  any  considerable 
length  of  time  to  run  out;  and,  moreover,  that  after  the  shot  has  landed,  there  is,  at  very  great  depths, 
such  a  force  brought  upon  the  line,  if  it  be  held,  as  always  to  part  it. 


.      THE   KKPTHS   OF   THE   OCEAIf.  •  121 

Imagine  a  line  two,  or  three,  or  four  miles  long,  hanging  perpendicularly  in  the  ocean — that  the 
plummet  to  which  it  is  attached  has  reached  the  bottom — and  that  there  be  one  or  more  under  currents 
moving  in  opposite  or  different  directions,  and  operating  upon  it.  They  would  operate  with  what  sailors 
call  a  "  swigging  force,"  and  that  too  with  a  power  which  no  line  would  be  strong  enough  to  withstand  for 
any  considerable  length  of  time. 

Thus  the  importance  of  strong  twine  was  pointed  out ;  and  it  was  also  discovered  that,  to  know  when 
the  shot  had  reached  the  bottom,  it  was  necessary  to  time  the  intervals  which  were  occupied  by  given 
lengths  of  line  in  going  out.  The  most  convenient  lengths  for  this  purpose  are  lengths  of  100  fathoms 
each ;  and  as  mark  after  mark,  which  denotes  these  100  fathoms  lengths,  passes  from  the  sounding-reel, 
the  time  per  watch  is  as  carefully  noted,  by  the  officer  who  makes  the  sounding,  as  it  should  be  if  he  were 
taking  sights  for  the  chronometer. 

The  soundings  by  the  Albany,  and  others,  were  made  from  on  board  ship.     In  the  first  place,  it  was 

■  rarely  that  an  opportunity  favorable  enough  for  a  good  cast  from  on  board  ship  occurred.     Moreover,  the 

complaint  was  almost  universal  throughout  the  service  of  bad  twine.     Attempts  to  sound  from  the  vessel 

were  so  often  frustrated  by  the  parting  of  the  line,  that  officers  were  very  much  deterred  from  the  trial. 

These  failures  were  disheartening. 

Furthermore,  when  the  ship  was  hove  to  for  the  purpose,  as  the  Albany  frequently  was,  there  was  not 
only  the  drift  of  the  ship  to  be  taken  into  account,  but  the  question  as  to  the  result  still  remained  to 
perplex.  Had  the  bottom  been  reached  ?  And  if  so,  was  there  any  certainty  that  the  depth  was  what 
the  ejiperiments  seemed  to  indicate  ?  Certainty  as  to  this  was  greatly  impaired  by  inequalities  in  the  times 
of  running,  caused  by  the  change  in  the  rate  of  motion  of  the  vessel  as  she  "  came  up  and  fell  off." 

Such  was  the  amount  of  our  experience  upon  the  subject  of  deep-sea  soundings  when  Lieutenant  S.  P. 
Lee  was  ordered  to  the  command  of  the  Dolphin. 

"With  characteristic  energy  he  set  about  making  preparations  for  this  new  service.  His  first  business 
was  to  give  the  twine,  furnished  for  deep-sea  soundings,  a  thorough  examination.  He  carefully  over- 
hauled, tested,  and  tried  several  hundred  thousand  fathoms.  Much  of  it  he  found  so  defective  that  it  had 
to  be  rejected,  and  the  vessel  detained  until  better  could  be  procured.  It  was  well  he  did  so;  for  although 
the  line,  with  which  he  proceeded  to  sea,  was  better  than  that  which  was  rejected,  nevertheless,  experience 
proved  that  much  of  it,  though  new,  was  not  strong  enough.  Its  average  strength  was  not  even  then  suffi- 
cient to  bear  a  weight  of  fifty-five  pounds,  nor  was  it  all  quite  of  the  same  size,  as  it  should  have  been. 

161.  When  he  got  to  sea,  he  determined  not  to  sound  from  the  vessel  at  all ;  but  to  use  a  boat  for 
sounding,  altogether. 


128  .  THE  WIND  AND   CURRENT  CHARTS, 


A  BOAT  SHOULD  ALWAYS  BE  USED.    • 

At  first,  lie  encountered  many  unexpected  difficulties ;  but  witli  industry,  his  ingenuity,  and  perse- 
verance, these,  one  after  another,  were  overcome,  until  the  way  was  made  plain,  and  the  operation  stripped 
of  a  vast  amount  of  the  uncertainties  which  had  impaired,  to  a  greater  or  less  extent,  the  value  of  all  the 
results  hitherto  obtained. 

In  the  first  place,  though  the  small  twine,  furnished  for  the  deepest  soundings,  would,  much  of  it,  bear 
a  weight  of  seventy  or  even  eighty  pounds,  yet,  when  he  came  to  attach  to  it  a  thirty -two  pound  shot,  to 
throw  the  shot  overboard,  and  let  it  take  the  line  from  the  reel  as  fast  as  it  would,  he  found  the  line 
would  part. 

He  then  resorted  to  the  expedient  of  doubling  and  even  of  trebling  the  line  for  the  first  two  or  three 
hundred  fathoms.  Thus,  the  parting  was  prevented.  He  found,  moreover,  that  the  operation  was  greatly 
facilitated  by  watching  the  trending  of  the  line  from  the  bows  of  the  boat ;  and,  with  one  or  two  oars  of  a 
side,  directing  the  men  how  to  pull,  in  order  to  keep  the  line  "  up  and  down." 

Accordingly,  we  find  him,  when  he  first  put  to  sea,  occupied  for  more  than  a  month,  availing  himself 
of  ^very  opportunity  for  sounding  during  the  interval,  and  making  day  after  day  unsuccessful  attempts. 

Finally,  he  succeeded  in  getting  out  seventeen  hundred  fathoms  without  parting.  Bottom  was 
reached  at  this  depth. 

Out  of  the  first  seventeen  casts  that  were  made,  this  was  the  only  successful  one. 

He  was  now  in  the  fair  way  to  get  at  the  secret.  The  plan  is  to  double  or  triple  the  line  for  the 
first  three  hundred  fathoms;  and,  instead  of  letting  the  shot  take  it  as  fast  as  it  will,  and  so  bring  up 
occasionally  with  a  violent  jerk  and  parting — and  this,  as  experience  abundantly  proves,  is  very  liable  to 
be  the  case,  particularly  at  the  first  going  ofij  when  the  shot  is  sinking  rapidly — Lee  also  adopted  the 
expedient  of  keeping  a  gentle  strain  on  the  line  at  first ;  and  this  was  accomplished  by  allowing  a  little 
friction  to  be  applied  to  the  reel,  so  that  it  would  not  for  the  first  three  hundred  fathoms  give  the  line  to 
the  shot  quite  as  fast  as  the  shot  wanted  to  take  it. 

An  important  part  of  the  plan,  also,  was  that  of  keeping  the  boat,  by  means  of  a  couple  or  more  of 
oars,  perpendicularly  over  the  shot.  To  be  sure  that  he  had  reached  bottom,  he  on  several  occasions 
repeated  the  trial,  using  in  this  case  two  instead  of  one  thirty-two  pound  shot  for  a  sinker.  The  result 
was  the  same  agreement  as  to  depth. 

Success  crowned  his  efforts  so  far,  and  he  now  began  to  have  such  confidence  in  his  results — for  the 
mark  of  each  successive  hundred  fathoms,  as  it  went  out,  was  carefully  timed — that,  with  his  shot  on  the 
bottom  at  the  depth  of  three  or  four  miles,  he  would  use  it  as  an  anchor,  ride  by  it  in  his  boat  out  there  in 
mid-ocean,  while  the  force  and  set  of  the  surface  current,  out  upon  blue  water  in  the  open  sea,  were 
accurately  determined.     This  was  the  first  time  that  such  a  thing  had  been  done. 

Thus,  the  egg  was  made  to  stand  upon  its  end ;  and  the  plan  of  deep-sea  soundings  finally  adopted. 


THK   DEPTHS   OF   THE   OCEAN.  129 

and  now  in  practice,  is  tliis:  Every  vessel  of  the  navy,  when  she  is  preparing  for  sea,  is,  if  her  com- 
mander, or,  with  his  consent,  any  officer  on  board,  will  pledge  himself  to  attend  to  the  deep-sea  soundings, 
furnished  with  a  sufficient  quantity  of  sounding-twine,  carefully  marked  at  every  length  of  one  hundred 
fathoms — six  hundred  feet — and  wound  on  reels  of  ten  thousand  fathoms  each.  It  is  the  duty  of  the 
commander  to  avail  himself  of  every  favorable  opportunity  to  try  the  depth  of  the  ocean,  whenever  he 
may  find  himself  out  upon  "  blue  water."  For  this  purpose,  he  is  to  use  a  cannon  ball  of  thirty-two  pounds 
as  a  plummet.  Having  one  end  of  the  twine  attached  to  it,  the  cannon  ball  is  to  be  thrown*  overboard 
from  a  boat,  and  suffered  to  take  the  twine  from  the  reel  as  fast  as  it  will;  and  the  reel  is  made  to  turn 
easily. 

When  Lieutenant  Berryman  took  charge  of  the  brig,  and  went  to  sea,  of  course  he  availed  himself  of 
Lee's  experience,  and  commenced  where  Lee  had  left  off. 

162.  But  there  was  still  one  thing  wanting :  positive  evidence  that  the  plummet  had  reached  bottom  ; 
for,  hitherto,  the  plan  had  not  contemplated  the  bringing  up  of  specimens  of  the  bottom,  inasmuch  as 
the  hauling  up  of  the  shot  from  such  great  depth  was  regarded  as  an  impracticability. 

In  this  stage  of  the  matter.  Passed  Midshipman  J.  M.  Brooke,  a  clever  young  officer,  who  was  at  the 
time  doing  duty  at  the  Observatory,  proposed  to  me  a  contrivance  by  which  he  thought  the  shot  might  be 
detached  as  soon  as  it  touched  the  bottom,  and  specimens  brought  up  in  its  stead. 

I  was  in  the  habit  of  consulting  him;  he  often  assisted  me  with  his  reflections ;  and  I  referred  him  to 
Mr.  Greble,  the  instrument-maker  of  the  Observatory,  that  they  two  might  give  his  idea  shape,  Siid 
construct  a  model  of  the  machine.  The  result  was  Brooke's  Deep-Sea  Sounding  Apparatus,  as  exhibited 
on  Plates  VII.  and  VIII.  It  is  a  simple  and  beautiful  contrivance,  which  a  mere  inspection  of  the  Plates 
seems  sufficient  to  explain. 

j4.  is  a  64  pound  shot,  cast  with  a  hole  through  it.  Berryman  preferred  one  of  46  lbs. ;  but  experience 
seems  to  favor  a  heavier  one.    A  64  pound  shot  is  therefore  recommended. 

B  is  an  iron  rod,  which  the  armorer  on  board  of  any  man-of-war  may  make,  whenever  one  happens  to 
be  lost  in  the  sounding., 

c  is  the  cJip  for  the  arming,  by  which  the  soundings  are  brought  up.  When  c  is  filled  with  tallow  or 
soap,  a  wooden  plug  should  be  forced  up  into  the  arming.  Then  this  plug,  on  being  extracted,  will  leave 
a  cup  or  mould  within  the  arming,  so  that  a  more  ample  supply  of  soundings  may  be  brought  up. 

D  the  slings,  which  are  made  of  wire  attached  to  a  leathern  or  canvas  disk  e. 

i^  represents  the  catches  of  twine,  and  g  the  swivel  to  prevent  the  untwisting  of  the  line  from  turning 

■ 

the  shot,  or  the  turning  of  the  shot  either  from  twisting  or  untwisting  the  line. 

In  Plate  VII.  the  shot  is  seen  slung  ready  for  sounding. 

In  Plate  VIII.  it  is  in  the  act  of  being  detached  after  having  reached  bottom,  specimens  of  which  will 
be  brought  up  with  the  rod  or  bolt  B,  in  the  little  cup  c. 

Lieut.  Berryman  thinks  that  the  armorer  on  board  the  Dolphin  suggested  an  improvement  to  this,  by 
substituting  for  c  a  Stellvvagen  cup,  and  attaching  that  to  the  iron  rod. 

ir  • 


13D  TUK  WIND  ANU  CUKKENT  CHARTS. 

With  this  apparatus,  specimens  were  obtained  on  board  the  Dolphin  from  the  depth  of  2,000  fathoms 
(12,000  feet).  During  her  last  cruise,  her  commander  intrusted  the  deep-sea  soundings  to  Midshipman 
John  G.  Mitchell.  This  ofl&cer,  and  the  men  employed  with  him,  finally  became  so  expert — always 
doubling  the  line  for  the  first  300  fathoms,  applying  friction  to  the  reel  at  first,  so  as  to  offer  a  little 
resistance  to  the  shot  for  that  depth,  and  keeping,  with  the  help  of  the  oars,  the  line  up  and  down — that 
failure  to  get  bottom  seldom  occurred,  unless  in  cases  where  the  twine  had  been  injured  by  the  mice,  or 
damaged  by  lime  getting  upon  it  in  the  hold.  Indeed,  Lieut.  Berryman  informs  me  that  they  became 
so  expert  that  they  could  tell,  by  feeling  the  line,  whether  the  shot  were  pulling  it  out,  or  whether  it  were 
merely  carried  out  by  the  force  of  the  drift. 

The  sounding-twine  is  now  made  in  the  Boston  Navy  Yard.  To  have  it  so  made,  has  been  found  the 
most  economical.  That  which  was  furnished  to  the  Dolphin  when  Lieut.  Lee  had  her,  was  bought  ready 
made.  The  strength,  of  the  weakest  part  is  the  strength  of  the  whole ;  and  so  inferior  did  much  of  it  prove, 
that,  though  he  expended  upwards  of  140,000  fathoms  of  twine,  and  116  82  lb.  shot,  in  attempting  to 
sound,  only  73,000  fathoms  of  this  quantity,  and  30  shot,  were  actually  employed  in  getting  bottom ;  the 
rest  were  lost  by  the  parting  of  the  line,  &c. 

Commodore  Morris  has  (by  his  instructions,  as  given  on  page  125)  directed  the  small  twine  to  be 
made  strong  enough  to  bear  a  strain  of  60  lbs.  It  weighs  about  1  lb.  per  180  fathoms,  and  is  put  on  reels 
of  10,000  fathoms. 

The  large  twine  will  bear  a  weight  of  150  lbs.  It  is  put  up  for  use,  on  reels  of  5,000  fathoms.  This 
is  the  twine  to  be  generally  used  with  Brooke's  apparatus. 

Seeing  that,  for  success  in  deep-sea  soundings,  so  much  depends  upon  the  interest  which  the  officer 
charged  with  the  sounding  feels  in  the  matter,  it  has  been  decided  to  give  twine  to  those  vessels  only, 
that  have  on  board  some  one  or  more  officers  who  will  volunteer  to  undertake  a  series  of  deep-sea 
soundings. 

An  outfit  of  sounding  materials  will  be  supplied  to  any  vessel,  either  upon  requisition  of  her  com- 
mander, or  at  the  request  of  any  officer  on  board,  who  is  willing  to  undertake  a  series  of  deep-sea  soundings. 

As  to  the  modus  operandi  in  sounding,  officers  are  referred  to  what  has  already  been  said,  and  they  are 
reminded  that  uniformity  of  method  is  of  great  consequence.  Always  use  the  same  twine  and  the  same 
weight;  always  time  every  100  fathoms;  always  keep  the  line  up  and  down,  and  always  sound  from  a 
boat.  The  experience  of  the  Dolphin  is  in  favor  of  two  32  lb.  shot,  as  a  sinker  for  the  small-sized 
twine.  Her  soundings,  particularly  those  taken  by  Mitchell  during  her  last  cruise,  are  referred  to  by  way 
of  example. 

Whenever  specimens  of  the  bottom  are  obtained,  they  should  be  labelled  with  date,  name  of  ship  and 
of  officer,  latitude,  longitude,  and  depth,  and  carefully  preserved  and  forwarded  to  the  Chief  of  the  Bureau 
of  Ordnance  and  Hydrography. 

In  the  North  Atlantic,  the  deep-sea  soundings  that  are  principally  required,  are  in  the  white  space 
(Plate  XIV.)  to  the  southward  of  the  Grand  Banks ;  in  the  open  space  about  the  Bermudas ;  in  the  middle 

• 


THE  DEl'THS  OF  THU  OCEAN.  131 

of  the  Atlantic,  between  25°  and  30°  N.,  45°  and  55°  W.,  and  in  all  tlieTegiou  below  tbe  parallel  of  15°, 
except  where  Lee  sounded. 

It  would  be  yery  interesting,  also,  to  have  a  series  of  deep-sea  soundings  made  from  boats  in  the  Gulf 
of  Mexico  and  Caribbean  Sea,  to  test  those  which  Avere  made  from  the  vessel  by  Kogers  Taylor,  of  the 
Albany. 

The  deepest  parts  of  the  ocean  will  jirobably  be  found  south  of  the  parallel  of  35°  south.  Soundings 
by  vessels  bound  around  either  of  the  capes,  therefore,  would  be  possessed  of  a  peculiar  interest. 

As  to  the  physical  geography  of  the  sea,  it  may  be  said  we  know  nothing,  or,  only  what  may  be 
gathered  from  a  few  faint  rays  that  modern  explorations  have  cast  upon  it;  and  the  officers  of  the 
American  Navy  have  here  afforded  them  the  rare  opportunity  of  building  up  a  new  department  in 
physical  geography. 

The  problem  before  them  is  an  old  one.  To  fathom  the  depths  of  the  ocean  is  the  proposition. 
Heretofore,  it  has  either  appalled  by  its  magnitude,  or  baffled  with  its  difficulties.  At  any  rate,  no 
systematic  attempts  have  ever  been  made  to  gauge  its  depths  "off  soundings."  But  now,  with  means 
the  most  simple,  this  first  great  problem  in  the  physical  geography  of  the  sea  seems  to  be  in  a  fair  way  of 
receiving  a  satisfactory  solution,  at  least  so  far  as  to  enable  us  to  form  a  tolerably  correct  idea  as  to  the 
general  forms  of  the  great  oceanic  basins,  and  the  troughs,  which,  like  inverted  spurs  from  mountain 
ranges,  start  out  from  the  depressions  in  the  solid  crust  below  its  waters,  into  bays,  gulfs,  and  arms  of 
the  sea. 

Of  all  contrasts  in  nature,  perhaps  none  would  be  more  striking  than  that  afforded  between  the 
elevations  of  the  earth's  crust  into  mountains,  on  the  one  hand,  and  its  depressions  below  the  sea-level 
into  hollows  for  the  bed  of  the  ocean,  on  the  other.  Certainly,  few  would  be  more  grand — none  can  be 
more  imposing. 

I  may  refer  to  the  Dolphin's  abstract  log,*  also,  for  deep-sea  temperatures,  as  well  as  remarks  about 
drift. 

In  the  vicinity  of  most  of  the  vigias,  Berryman  reports  drift-wood,  sun-fish,  or  something  which, 
without  a  close  examination,  and  at  a  little  distance,  might  well  be  taken  for  rocks  or  other  dangers  to 
navigation. 

For  deep-sea  temperatures,  he  used  non  conducting  hollow  cylinders  for  bringing  up  the  water.  His 
experience  finally  induced  him  to  repudiate  the  temperatures  by  that,  and  to  prefer  the  common  self-regis- 
tering thermometer  in  its  stead,  notwithstanding  its  many  liabilities  to  error  and  derangement.  A  self- 
registering  metallic  deep-sea  thermometer  seems  to  be  the  only  instrument  to  which  we  may  confidently 
look  for  correct  knowledge  concerning  the  thermal  condition  of  the  substrata  of  the  deep  sea. 


*  This  has  been  piintcl  liy  rungrcss,  in  n  ncnt  volume  entitled  "Tlic  Cruise  of  the  Dolphin,"  Sennte,  3.'5J  Congress,  1st  .Session, 
No.  .",9.— (Executive.) 


132  THE  WIND  AND  CURKENT  CHARTS. 

Passed  Midshipman  G.  M.  "Nforris,  who  had  the  general  superintendence  of  this  department,  in  a 
report  to  Lieut.  Berrjman  at  the  end  of  the  cruise,  remarks: — 

"  Used  non-conducting  cylinders  for  obtaining  the  temperature  of  water  below  the  surface.  On  25th 
October,  attached  a  self- registering  thermometer  to  the  lower  cylinder.  Upon  hauling  up,  found  tempera- 
ture in  cylinder  71° — self-registering  thermometer  showing  53°.  Also,  on  the  26th  October,  attached  two 
self-registering  thermometers,  one  to  each  cylinder,  first  trying  the  temperature  at  surface,  which  we  found 
agreed  with  that  of  the  standard  thermometer,  82°.  On  hauling  up,  found  temperature  in  cylinder  as  noted 
in  columns,  viz  :  200  fms.  80°,  500  fms.  73° — self-registering  thermometer  showing  at  200  fms.  63°,  and 
at  500  fms.  52°.  Also,  tried  it  again,  November  4,  finding  temperature  in  cylinders  200  fms.  75°,  500  fms. 
65° — self-registering  thermometer  showing  respectively  67°  and  50°. 

"  We  infer  from  the  above  results,  that  the  temperatures  taken  with  the  '  non-conducting  cylinder'  are 
most  inaccurate ;  owing,  I  think,  to  the  swell  or  heave  of  the  sea,  which  causes  the  water  to  change  in  the 
cylinder  during  its  ascent."  A  self-registering  metallic  thermometer  is  the  only  reliable  instrument  under 
all  circumstances  for  deep-sea  temperatures.  In  the  absence  of  these,  I  still  prefer  the  non-conducting 
cylinder  with  good  valves. 

163.  In  making  these  deep-sea  soundings,  the  practice  is  to  time  the  hundred  fathom  marks  as  they 
successively  go  out ;  and  by  always  using  a  line  of  the  same  size  and  "  make,"  and  a  sinker  of  the  same 
shape  and  weight,  we  at  last  established  the  law  of  descent.  Thus  the  mean  of  our  experiments  gave  us, 
for  the  sinker  and  twine  used,  the  results  of  the  following  tabular  statements : — 


THE   DEPTHS   OF  THE   OCEAX 


183 


Summary  Statement  of  all  Deep-Sea  Souneings,  as  far  as  the  Same  have  been  received  at  this 

Office,  December,  185-1. 

U.  S.  Ship  Albany. 


DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

Dec.   6, 

1850 

38° 

38' K 

66° 

31'W. 

1625* 

April  10,  1851 

23° 

47' N. 

83° 

22'W. 

593 

9, 

33 

34 

61 

38 

1950* 

"  19,  " 

23 

21 

82 

44 

995 

"   11, 

30 

05 

58 

52 

1000* 

"  21,   " 

25 

19 

83 

41 

52 

"   11, 

29 

58 

58 

48 

1500 

"  w      " 

26 

43 

84 

41 

137 

"   16, 

21 

34 

63 

24 

1600 

"  23]  " 

29  s 

12 

86 

01 

152 

"   29, 

17 

54 

67 

28 

1200 

June  13,  " 

27 

00 

85 

48 

1310 

Jaa.   4, 

1851 

18 

20 

69 

49 

370 

"  14,  " 

27 

55 

85 

44 

376 

5, 

17 

16 

71 

26 

1275 

"  14,   " 

28 

27 

85 

54 

220 

"   13, 

19 

12 

76 

05 

1200 

Dec.  2,   " 

26 

25 

83 

23 

1502t 

"   16, 

22 

29 

84 

35 

420 

"  10,   " 

27 

04 

79 

44 

380 

"   16, 

22 

32 

84 

32 

720 

"  11,   " 

27 

16 

79 

49 

274 

"   28, 

24 

05 

82 

05 

470 

"  11,   " 

27 

16 

79 

49 

284 

"   29, 

24 

37 

79 

48 

500 

"  11,   " 

27 

55 

79 

45 

440 

Feb.   6, 

19 

57 

72 

11 

640 

"  11,  " 

27 

51 

79 

09 

647 

"   18, 

15 

40 

77 

07 

1300 

"  11,  " 

27 

34 

77 

54 

631 

"   19, 

11 

07 

79 

13 

600 

"  12,  " 

27 

19 

77 

18 

690 

"   28, 

17 

54 

80 

25 

895 

"  12,   " 

27 

10 

76 

59 

1180 

March  3, 

19 

20 

81 

50 

660 

"  13,  " 

27 

10 

75 

06 

1806 

4, 

21 

25 

84 

45 

990 

"  14,  " 

26 

31 

74 

10 

1590 

5, 

22 

05 

86 

22 

445 

"  14,  " 

26 

28 

73 

50 

1778 

"   16, 

19 

30 

94 

30 

530 

"  15,   " 

25 

30  . 

72 

07 

4100 

"   16, 

19 

37 

94 

49 

967 

"  16,   " 

24 

48 

70 

22 

1893 

April  3, 

25 

56 

95 

51 

490 

"  17,  " 

24 

41 

69 

39 

3600t 

4, 

26 

58 

92 

58 

725 

"  19,  " 

22 

40 

69 

00 

2762 

5, 

26 

36 

88 

56 

962 

Jan.  9,  1852 

9 

44 

81 

01 

1650 

6, 

26 

43 

85 

27 

795 

Feb.  15,  " 

11 

23 

79 

36 

2290 

"   7, 

25 

23 

85 

19 

693 

"  16,   " 

12 

25 

78 

22 

2320 

"    8, 

24 

39 

85 

12 

916 

*  No  bottom. 


t  Doubtful. 


131 


THE  WIND  AND  CURRENT  CHARTS. 


Deep-Sea  Soundings  on  Board  the  U.  S.  Brig  Doljphin.     Lieutenant  S.  P.  Lee  Commanding. 


DATE 

LATITUDE. 

LONGITCDB. 

FATHOMS. 

DATE. 

LATITUDE. 

LONQITUDB. 

FATHOMS. 

Nov 

24, 

1851 

25° 

30' K 

37° 

44' W. 

1720 

Jan.    20, 

1852 

0° 

23' N. 

21° 

45' W. 

2000* 

11 

30, 

11 

23 

42 

32 

39 

2180 

"      22, 

11 

2 

27  S. 

23 

38 

3020 

u 

30, 

II 

23 

41 

32 

39 

2200 

"      24, 

II 

5 

42 

25 

40 

2970 

Dec. 

1, 

II 

23 

15 

32 

24 

2200 

"     25, 

II 

6 

59 

25 

43 

8250 

u 

7, 

II 

18 

89 

25 

24 

1970 

"     27, 

11 

4 

11 

24 

00 

3200 

II 

7, 

11 

18 

19 

25 

05 

1675 

"  .  29, 

II 

3 

33 

22 

88 

3575 

(1 

10, 

11 

18 

11 

23 

48 

1612 

i'     31, 

11 

2 

26 

20 

47 

8450 

CI 

11, 

11 

17 

84 

22 

50 

1370 

Feb.     3, 

II 

0 

18  N. 

18 

40 

2000* 

11 

13, 

II 

16 

29 

20 

58 

1941 

"       5, 

u 

0 

45 

18 

28 

2680 

11 

14, 

II 

16 

34 

20 

47 

1875 

"     13, 

II 

0 

31  S. 

17 

45 

2840 

II 

15, 

II 

16 

59 

21 

38 

1580 

"     29, 

II 

5 

82 

82 

43 

2490 

II 

16, 

II 

15 

24 

21 

46 

1220 

Mar.  13, 

II 

8 

51 

33 

02 

2150 

II 

16, 

11 

15 

09 

22 

28 

1380 

"     28, 

u 

4 

20 

34 

45 

2440* 

11 

17, 

II 

15 

08 

22 

57 

1120 

"     31, 

II 

4 

24 

85 

23 

2700 

11 

17, 

II 

15 

02 

23 

12 

790 

April  9, 

II 

0 

57  N 

41 

06 

2980 

Jan. 

7, 

1852 

11 

07 

21 

56 

1160 

"     12, 

II 

1 

06 

48 

43 

2000* 

11 

7, 

11 

11 

07 

21 

56 

1120 

May  26, 

II 

7 

57 

47 

51 

1970 

u 

«, 

li 

8 

43 

20 

52 

2270 

"     31, 

II 

13 

28 

52 

26 

1960* 

u 

9, 

u 

7 

17 

20 

07 

2050 

"     31, 

II 

12 

47 

52 

57 

2780 

II 

9, 

II 

7 

17 

20 

07 

1940 

June    2, 

11 

12 

20 

54 

48 

2570 

11 

13, 

11 

4 

14 

19 

20 

2670 

"       4, 

II 

15 

25 

55 

01 

3020 

11 

14, 

II 

3 

42 

19 

06 

2760 

"       8, 

11 

19 

02 

59 

83 

8300 

II 

15, 

11 

3 

51 

19 

06 

2760 

"     12, 

11 

26 

32 

60 

06 

8825 

11 

17, 

II 

3 

01    . 

18 

36 

2725 

"     14, 

11 

24 

11 

61 

43 

3450 

11 

18, 

II 

2 

36 

19 

22 

2840 

"     20, 

11 

24 

36 

65 

12 

8560 

II 

19, 

11 

2 

10 

19 

57 

2750 

"     28, 

11 

36 

04 

73 

69 

1460 

11 

19, 

II 

2 

10 

19 

57 

2690 

*  No  bottom. 


THE   DEI'TIIS   OF  THK   OCEAN. 


185 


Deep-Sea  Soundings  on  Board  the  U.  S.  Brig  Dolphin.     Lieutenant  0.  H.  Berryman  Commanding. 


DATE. 

LATITUDE. 

LONGITUDE. 

FATB0M8. 

DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

Oct.       4, 

1852 

39° 

39' N. 

70° 

30' W. 

1000* 

July 

14, 1853 

50° 

54' N. 

17° 

02' W. 

2675 

6, 

11 

40 

50 

64 

44 

2200 

11 

16,     " 

46 

48 

21 

42 

2465 

7, 

11 

41 

12 

62 

38 

2200 

II 

17,     " 

44 

42 

24 

35 

1500 

"        9, 

II 

41 

40 

59 

23 

2600 

11 

18,     " 

44 

43 

24 

35 

1370 

"       10, 

II 

41 

40 

56 

01 

2595 

II 

19,     " 

43 

47 

25 

24 

1850 

"       11, 

II 

40 

36 

54 

18 

3450 

11 

20,     " 

45 

07 

26 

08 

1500 

"      20, 

11 

41 

07 

49 

23 

4580 

II 

21,     " 

46 

26 

'26 

55 

1400 

"      24, 

II 

43 

40 

42 

55 

2700 

u 

22      " 

45 

13 

27 

38 

1320 

"      25, 

11 

44 

41 

40 

16 

1800 

11 

24,     " 

42 

44 

28 

20 

1210 

"      26, 

11 

1500 

11 

25,     " 

40 

49 

29 

00 

1080 

Dec.    26, 

11 

33 

08 

16 

10 

2950* 

11 

26,     " 

40 

48 

30 

02 

830 

Jan.       3, 

1853 

34 

18 

16 

45 

2298 

Aug 

10,     " 

38 

54 

33 

30 

1500 

"         9, 

11 

36 

59 

19 

58 

2500 

11 

12,     " 

40 

35 

31 

56 

1230 

"         9, 

II 

36 

49 

19 

54 

2750 

11 

13,     " 

42 

40 

31 

11 

1680 

"      29, 

11 

30 

49 

27 

25 

1100* 

11 

14,     « 

44 

52 

30 

38 

1560 

"      29, 

11 

30 

49 

27 

25 

2200* 

11 

15,     " 

46 

15 

30 

04 

1760 

Feb.      3, 

II 

27 

05 

28 

21 

1700 

II 

16,     " 

47 

58 

29 

35 

1900 

"        4, 

11 

27 

21 

30 

48 

2580 

11 

21,     " 

49 

59 

17 

35 

2700 

"        5, 

11 

31 

17 

33 

08 

2400 

11 

22,     " 

49 

57 

13 

16 

1580 

"        6, 

II 

28 

55 

35 

49 

1880* 

i  Sept. 

18,     " 

47 

38 

9 

08 

1800 

"        8, 

11 

29 

14 

41 

21 

2270 

11 

21,     " 

46 

32 

12 

49 

2190 

"        9, 

11 

31 

16 

43 

28 

2080 

11 

23,     " 

44 

05 

13 

29 

2560 

"      10, 

11 

32 

01 

44 

21 

2250 

II 

24,     " 

42 

07 

15 

29 

2500 

"       11, 

II 

32 

29 

47 

02 

1950* 

II 

25,     " 

40 

20 

17 

48 

2650 

"       12, 

II 

32 

55 

47 

58 

6600* 

II 

26,     " 

39 

14 

19 

01 

2820 

"      13, 

11 

33 

03 

48 

36 

3550 

11 

29,     " 

34 

23 

20 

57 

2150 

"      15, 

II 

32 

47 

50 

00 

3250* 

11 

30,     " 

31 

46 

22 

03 

2850 

"      20, 

11 

29 

26 

56 

42 

1480 

Oct. 

1,     " 

29 

12 

22 

50 

2800 

"      22, 

11 

.28 

20 

59 

44 

2900 

11 

3,     " 

28 

58 

24 

20 

2700 

"       23, 

11 

28 

04 

61 

44 

8080 

11 

4,     " 

21 

06 

24 

38 

2625 

"       24, 

11 

28 

23 

64 

17 

2518 

II 

5,     " 

18 

14 

24 

51 

2080 

"      26, 

11 

26 

49 

66 

54 

2720 

11 

10,     " 

17 

02 

28 

08 

2460 

"       28, 

II 

28 

14 

69 

24 

2950 

11 

11,     " 

18 

44 

29 

18 

2520 

June     2, 

II 

37 

24 

68 

52 

2920 

11 

12,     " 

20 

02 

31 

06 

2560 

"        3, 

II 

38 

03 

67 

14 

4920* 

11 

13,     " 

21 

48 

32 

36 

7020 

"        7, 

11 

40 

34 

58 

30 

2750 

11 

14,     " 

20 

29 

34 

18 

2850 

"      10, 

II 

41 

07 

54 

37 

2710 

11 

15,     " 

18 

49 

36 

16 

2820 

"       14, 

11 

41 

43 

51 

31 

3130 

II 

17,     " 

19 

23 

40 

23 

2580 

"      17, 

11 

42 

22 

50 

00 

1650 

11 

18,     " 

21 

16 

42 

09 

2370 

"      21, 

11 

41 

09 

43 

40 

1975 

11 

19,     " 

23 

06 

44 

00 

1760 

"      24, 

11 

39 

36 

41 

06 

2675 

II 

20,     " 

21 

18 

46 

14 

1875 

"      29, 

II 

42 

10 

42 

04 

1850 

II 

21,     " 

19 

51 

48 

02 

2240 

July      2, 

11 

46 

53 

37 

46 

2000 

11 

22,     " 

18 

32 

49 

48 

2370 

"        3, 

II 

48 

16 

35 

22 

2100 

11 

23,     " 

21 

26 

51 

31 

2300 

"        4, 

II 

49 

53 

31 

34 

1900 

11 

24,     " 

22 

27 

53 

]5 

2390 

"        5, 

11 

51 

40 

28 

33 

1750 

11 

25,     " 

21 

45 

55 

46 

2900 

"        6, 

11 

53 

28 

25 

01 

1900 

11 

26,     " 

20 

51 

58 

26 

2800 

"        7, 

11 

54 

17 

22 

33 

2000 

11 

27,     " 

20 

02 

61 

02 

2810 

"        9, 

II 

57 

18 

16 

07 

620 

Nov. 

3,     " 

21 

19 

66 

27 

2960 

"       12, 

11 

54 

26 

12 

10 

1625 

II 

4,     " 

23 

42 

67 

37 

2940 

*  No  bottom. 


186 


THK  WIND  AND  CURRENT  CHARTS. 


Deep-Sea  Soundings  on  Board  the  U.  S.  Ship  Jamestown. 


DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

Jaa.       3,  1851 

5,  " 

6,  " 

II         fj      II 

36°  43' N. 

36  33 

37  06 

38  13 
38     50 

74°  10' W. 
73     00 
68     02 
62     32 
45     33 

1500* 

1900* 

2000 

3700 

2000 

June  13,1851 

"      18,     " 
"      23,     " 
"      24,     " 

38°  50' N. 
37     50 
36     00 
35     06 

43°  49' W. 
32     07 
27     20 
26     52 

leoof 

2000 

4000* 

2000* 

U.  S.  Ship  Plymouth. 


DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

Sept.     2,  1851 

37°  28' K 

56°  22' W. 

5000 

Sept.    9,  1851 

34°  11' N. 

43°  21' W. 

2800 

U.  S  Ship 

Portsmouth. 

DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

Dec.    31,  1851 
Aug.     4,  1853 

21°  19' N. 
39     55 

38°  lO'W. 
140    13 

4700t 
2500* 

Aug.   5,  1853 

39°  40' N.  139°  26' W. 

2850 

U.  S.  Schr.  Taney. 


U.  S.  Ship  Saratoga. 


DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

Nov.  15,  1849 

31°  59' N. 

56°  43' W. 

5700* 

Nov.  28,  1850 

28°  21' S. 

29°  31'W. 

3100 

U.  S.  Ship  Congress. 


DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

June   12,  1851 

Aug.     7,     " 

April    1,      " 

"  ■       3,      " 

9,      " 

28°  46' S. 
23     59 
35     20 
35     23 
34     37 

43°  46' W. 

43  44 
51     30 
47     27 

44  11 

2880 

90 

1000 

2550 
2093* 

April  15, 1851 
May    12,     " 
"      13      " 
Sept.  10,     " 

34°  50' S. 
28     00 
27     32 
30     28 

51°  40' W. 

45     58 
47    08 
45     41 

950 

800 

320 

1780 

• 

U.  S.  Ship  , 

Tohn  Adams. 

DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

May      3,  1851 
9,      " 

33°  50' N. 
32     06 

52°  34' W. 
44     47 

2600 
5500t 

May    10,1851. 
II      21,     " 

31°  01' N. 
35    07 

44°  31'W. 
25     43 

2300 

1040 

♦  No  bottom. 


f  Uncertain. 


THE  DEPTHS  OF  THE  OCEAN. 


137 


■                        U.  S.  Ship  Susquehanna. 

U.  S.  SIdp  St.  Louis. 

DATS. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

June  18,  1851 

33°  35' N. 

38°  82' W. 

1800 

Oct.   4,  1852 

36°  16' N. 

46°  52'W. 

5070* 

U.  S.  Steamer  Saranac. 

BATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

DATE. 

LATITUDE. 

LONGITUDE. 

FATHOMS. 

July  24,  1853 

12°  09' N. 

55°  17'W. 

2435 

"With  the  view  of  showing  the  law  of  descent,  both  from  boats  and  ships,  for  the  various  weights  used 
with  the  small  twine,  the  following  tables  have  been  prepared  by  Lieutenants  S.  P.  Lee  and  R.  H.  Wyman. 
This  law,  owing  to  various  circumstances  connected  with  the  commencement  of  almost  every  sounding, 
does  not  begin  fairly  to  develop  itself  until  400  or  500  fathoms  have  run  out.  Notwithstanding  this, 
certain  anomalies  remain  for  which  it  is  difficult  to  account.  They  warn  us,  however,  of  the  importance 
of  close  attention  to  the  timing  of  every  100  fathoms,  as  the  marks  go  out,  and  to  keeping  the  line  up  and 
down  from  the  boat  by  aid  of  the  oars. 

Berryman's  line  was  of  a  more  uniform  size  than  Lee's,  which,  therefore,  gives  the  more  weight  to  his 
values  of  the  rate  of  descent.  Though  these  tables  exhibit  anomalies  which  we  cannot  satisfactorily  account 
for,  yet  they  are  exceedingly  valuable  by  reason  of  the  check  and  the  guide  they  afford  for  our  future 
deep-sea  soundings.  They  admonish  operators  as  to  the  importance  of  always  sounding  from  a  boat,  of 
using  the  same  weights  and  the  same  twine,  and  of  timing  accurately. 


No  bottom. 


18 


138 


THE  WIND  AND  CURRENT  CHARTS. 


Time  of  Descent  for  every 

100  Fathoms. 

Small  Line 

FATHOMS        

100 

200 

300 

400 

500 

600 

700 

800 

900 

1000 

1100^12001300 

1400 

1500 

1600 

1700 

1800 

1900 

December  10, 

185.3     .    .    . 

1.02 

1.16 

10, 

(« 

1.02 

1.16 

1.06 

10, 

(( 

0.57 

1.13 

1.22 

1.35 

11, 

<( 

1.02 

1.12 

1.29 

1.52 

1.42 

2.01 

12, 

(< 

0.53 

1.11 

1.21 11.35 

1.39 

1.40 

12, 

(( 

0.53 

1.12 

1..32 

1.37 

2.07  12.23  -2.20  2.28 

2.49 

2.41 

2.13 

1. 

(( 

0.54 

1.00 

0  59 

0.59 

1.16 

1.48 

1.43  1.50 

1.56 

1.29 

1.45 

2.07 

1.35 

1.33 

1.49 

13, 

(( 

0.59 

1.14 

127 

1.35 

1.35 

1.35 

1.48  2.05 

2.28 

1.50 

2.21  3.10  2.17 

3.34 

2.44 

2.24 

•3.33 

3.03 

2.52 

16, 

1851     .    .     . 

0.57 

1.17 

1.22 

1.35 

1.42 

1.49 

2.03  2.14 

2.06 

2,06 

2.34  12.31  2.03 

2.25 

2.45 

2.35 

2.41 

3.08 

2.45 

February   15, 

1852,  a.    .    . 

1.04 

1.21 

1.46 

1.51 

1.33  1.59 

2.11 

1.39 

2  03  2.17  1.52 

2.21 

2.04 

2.02 

2.40 

2.09 

2.23 

16, 

"      b.    .     . 

l.OO 

1.13 

1.22 

1.18 

1.26 

1.36 

1.46  2.02 

2.09 

1.41 

1.40  1.50  2.25 

2.43 

1.59 

2.10 

2.51 

2.12 

2.57 

December  19, 

1851,  c.     .     . 

0.54 

1.13 

1.29 

1.42 

1.52 

1.58 

2.12  2.23 

2.15 

2.18 

2.28  2.35  2.44 

2.41 

2.38 

2.46 

3.20 

2.58 

2.36 

15, 

"      d.     .     . 

0.55 

1.05 

1.09 

1.13 

1.45 

1.62 

1.49  1.50 

2.07 

2.12 

1.56  |2.20  ,2.17 

2.14 

2.41 

2.17 

2.20 

2.51 

2.16 

Average  interval  (min.  &  sec.) 

0.52 

1.12 

1.18 

1.29 

1.35 

1.51 

1.54  2.07 

1 

2.15 

1.59 

2.07  ^2.24  2.10 

2.32 

2.23 

2.22 

2.54 

3.03 

2.38 

No  of  casts        ....     - 

12 

12 

11 

11 

10 

10 

8    !    8 

8 

8 

8 

7 

7 

7 

7 

6 

6 

6 

6 

Time  of  Descent  for  every  100  Fathoms.     Small 


FATHOMS. 

300 

400 

500 

600 

700 

800 

900 

1000 

1100 

1200 

1300 

1400 

INTERVALS. 

m.  a. 

m.  s. 

m.  8. 

m.  s. 

m.  8. 

m.  s. 

m.  8. 

m.  8. 

m.8. 

m.  B. 

m.  8. 

m.  8. 

January       3,  1852    .    .    . 

1.52 

2.17 

2.25 

2.20 

20,     " 

1.40 

1.54 

2.11 

2.25 

2.47 

"             3,     " 

1.46 

2.00 

3.34 

3.42 

2.52 

3.07 

2.12 

October      25,  1851 

1.43 

2.06 

2.21 

2.40 

2.59 

3.00 

3.17 

3.42 

November  28,     " 

1.42 

1.58 

2.26 

2.40 

3.17 

3.26 

February   14,  1852 

1.50 

2.03 

2.26 

1.22 

2.49 

3.00 

3.15 

3.15 

June             9,     " 

1.56 

2.14 

2.32 

2.48 

3.00 

3.17 

3.25 

3.28 

December  17,  1851 

1.55 

2.05 

2.22 

2.33 

2.52 

2.17 

3.09 

3.39 

3.28 

June              9,  1852 

1.52 

2.10 

2.30 

2.40 

2.56 

8.08 

3.09 

3.37 

3.41 

4.54 

December  16,  1851 

1.53 

2.15 

2.26 

2.39 

2.40 

3.00 

3.10 

3.15 

3.19 

3.31 

3.39 

February   18,  1852- 

1.50 

2.20 

2.44 

2.58 

3.08 

3.20 

3.37 

3.41 

3.46 

3.55 

15,     " 

1.46- 

2.01 

2.14 

2.33 

2.43 

2.52 

3.03 

3.15 

3.23 

3.29 

3.39 

3.47 

December  14,  1851 

1.49 

2.06 

2.20 

3.20 

2.00 

2.18 

4.02 

3.20 

3.30 

3.35 

4.03 

4.22 

January      10,  1852 

1.45 

2.00 

2.14 

2.28 

2.40 

2.59 

3.04 

3.16 

3.16 

3.32 

3.39 

3.50 

December     7,  1851 

2.14 

2.29 

2.42 

2.53 

3.00 

3.15 

3.20 

3.30 

3.55 

4.09 

3.51 

3.58 

January      10,  1852 

1.50 

2.06 

2.21 

2.35 

2.45 

2.58 

3.09 

3.25 

3.25 

3.32 

3.38 

3.48 

May            31,     " 

1.54 

2.11 

2.16 

2.34 

2.49 

2.52 

3.14 

3.22 

3.28 

3.50 

3.56 

4.02 

November  30,  1851    , 

2.05 

2.41 

2.17 

3.12 

3.10 

3.20 

3.40 

3.45 

3.55 

4.10 

4.10 

4.40 

January        8,  1852 

1.47 

2.08 

2.19 

2.29 

2.50 

2.50 

2.52 

3.28 

3.23 

3.44 

3.37 

3.58 

20,     " 

1.43 

1.50 

1.57 

2.32 

2.25 

2.43 

2.45 

2.42 

2.56 

2.56  . 

2.52 

3.08 

April         12,     " 

2.13 

2.32 

2.48 

2.52 

3.15 

3.20 

3.46 

3.56 

3.59 

4.11 

4.13 

4.24 

January      23,     " 

2.01 

2.14 

2.29 

2.52 

2.54 

3.03 

3.12 

3.22 

3.22 

3.30 

3.44 

3.53 

21,     " 

1.54 

2.12 

2.26 

2.30 

2.50 

3.06 

3.20 

3.31 

3.36 

3.51 

4.00 

4.06 

9,     " 

1.48 

2.05 

2.22 

2.17 

2.52 

2.57 

3.17 

3.07 

3.31 

3.33 

3.42 

3.45 

June           21,     " 

1.44 

2.01 

2.15 

2.39 

2.46 

3.00 

3.08 

3.27 

3.40 

3.50 

3.40 

3.55 

January      13,     " 

1.40 

1.47 

2.11 

2.32 

2.39 

2.54 

3.08 

3.09 

3.27 

3.35 

3.39 

3.53 

14,     " 

1.40 

1.56 

2.12 

2.25 

2.37 

2.34 

2.55 

3.05 

3.22 

3.36 

3.35 

3.48 

17,     " 

1.56 

2.11 

2.27 

2.42 

2.59 

3.09 

3.19 

3.29 

3.39 

3.45 

3.59 

3.57 

22,     " 

1.57 

2.25 

2.35 

2.40 

2.59 

3.00 

3.20 

3.19 

3.21 

3.34 

3.38 

3.47 

Average  interval     . 

1.51 

2.09 

2.25 

2.39 

2.49 

2.58 

3.13 

3.24 

3.31 

3.45 

3.45 

3.57 

No.  of  casts    .     . 

29 

29 

29 

29 

27 

26 

27 

26 

22 

21 

19 

18 

THE   DEPTHS  OF  THE   OCEAIf. 


1S9 


waxed; 

one 

32  lb.  shot.     From  U.  S.  Ship  Albany. 

4300 

a. 
b. 
c. 
d. 

2000 

2100  2200 

1        1        1        i 
!2300  2400  2500  2600 

i                 '                 ' 

1        1        1 
2700  2800  290013000 

1 

3100 

3200 

3300  3400 

3500  3600 

3700  3800 

1 

3900 

400o'4100|4200 

3.27 
2.52 
1.06 
3.20 
2.40 

159 
3.45 
3.29 
3.55 

2.33 
3.23 
3.11 
2.31 

2.55 
4.49 
3.25 
3.02 

1.58 
2.41 
3.16 
2.59 

3.19 
2.26 

3.19 
2.50 

2.23 
3.15 

4.15 
2.39 

3.01 
3.36 

2.35 

3.00 

3.09 

2.52 

3.13 

2.47 

3.14 

2.42 

3.16 

2.56 

3.22 

2.48 

2.51 

4.10 

2.41 
5 

3.17  2.39 

3.35 

2.43 

2.52  3.07 

2.49  j3.27 

3.18 

2.35 

3.00 

3.09 

2.52  3.13 

2.47  3.14 

2.42  3.16 

2.56 

3.22:2.48j2.51|4.10 

4 

4 

4 

4 

2 

2 

2       2 

2 

1 

1  ■ 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

Line;  oiie  32  lb.  shot.     Boat  Dolphin — (Lee). 


FATHOMS. 


1500  1600  1700  1800  1900  2000  2100  2200  2300  2400  2500  2600  2700  2800  2900  3000 


INTERVALS. 


m.  s. 

in.  B. 

m.  s. 

m.  s. 

m.  s. 

m.  8. 

m.  s. 

m.  s. 

m.  8. 

m.  8. 

m.  s. 

m.  s. 

m.  s. 

m.  s. 

ra.  s. 

m.  s. 

4.35 

3.51 

4.20 

4.21 

4.21 

4.28 

4.01 

4.18 

4.08 

4.17 

4.27 

4.05 

4.35 

4.28 

4.46 

4.01 

4.08 

4.28 

4.14 

3.44 

4.16 

4.30 

4.23 

4.28 

5.07 

4.25 

4.41 

4.43 

4.50 

4.53 

4.57 

4.15 

4.11 

4.34 

4.32 

4.32 

4.28 

3.07 

8.28 

3.26 

3.21 

3.32 

3.34 

4.88 

4.41 

4.38 

5.32" 

4.48 

5.16 

3.50 

3.56 

4.11 

4.16 

4.26 

4.49 

4.48 

4.09 

4.21 

4.35 

4.25 

4.50 

4.59 

5.09 

4.00 

4.16 

4.09 

4.23 

4.34 

4.44 

4.34 

4.49 

4.18 

4.18 

4.39 

4.35 

4.49 

4.54 

5.19 

5.01 

5.11 

4.04 

4.04 

4.14 

4.19 

4.29 

4.45 

4.44 

4.49 

4.50 

5.07 

5.08 

3.55 

4.04 

4.08 

4.30 

4.28 

4.29 

4.49 

4.53 

5.05 

5.04 

5.17 

5.15 

6.31 

4.02 

4.18 

4.21 

4.39 

4.45 

4.47 

4.49 

5.03 

5.06 

6.06 

5.17 

5.25 

5.42 

3.58 

4.03 

4.01 

4.08 

4.02 

4.11 

4.08 

4.15 

4.16 

5.36 

4.21 

4.08 

4.09 

4.30 

4.44 

4.40 

4.07 

4.13 

4.20 

4.26 

4.31 

4.89 

4.47 

4.48 

4.54 

5.13 

5.01 

4.56 

5.27 

4.80     4.44 

4.40 

•19        17 

17 

17 

15 

12 

8 

6 

5 

4 

4 

3         3 

1 

1 

1 

ua 


THE  WIND  AND  CURRENT  CHARTS. 


Time  of  Descen 

f/or< 

zvery 

100  Fathoms.     Small  Line 

FATHOMS. 

300 

400 

500 

600 

700 

800 

900 

1000  1100  1200  1300Jl400  1500  1600  1700  1800 

INTERVALS. 

June    28,1852     . 
May     26,     " 
"        24      " 

Feb.      3'     " 

11         4.     « 

16^  " 
March  13,     " 

28,  " 
Feb.  29,  " 
June  2,  " 
Feb.  5,  " 
Jan.      15,     " 

18,  " 
March  31,  " 
May  31,  " 
Feb.  13,  " 
Jan.  24,  " 
April  9,  " 
June  4,  " 
Jan.  25,  " 
"  27  " 
June  6,  " 
8,  " 
Jan.  31,  " 
June  14,  " 
Jan.  29,  " 
June    12,     " 

m.  8. 

1.36 
1.37 
1.46 
1.39 
1.33 
1.43 
1.38 
1.39 
1.44 
1.16 
1.27 
1.41 
2.07 
1.35 
1.47 
1.35 
1.42 
1.42 
1.37 
1.40 
1.41 
1.48 
1.45 
1.19 
1.50 

m.  8. 

1.45 
1.43 
1.59 
1.55 
1.54 
1.53 
1.49 
1.57 
1.52 
1.25 
1.41 
1.51 
2.23 
1.55 
2.05 
1.49 
1.56 
2.07 
1.48 
2.00 
1.55 
2.00 
2.09 
1.28 
1.59 
1.41 

m.  8. 

1.52 
1.55 
2.11 
2.15 
2.07 
2.05 
2.06 
2.00 
2.10 
2.05 
1.33 
1.44 
2.03 
2.29 
2.10 
2.15 
1.59 
2.11 
2.03 
1.52 
2.05 
2.04 
2.12 
2.31 
1.40 
2.12 
1.49 

m.  8. 

2.07 
2.07 
2.24 
2.19 
2.18 
1.29 
2.17 
2.08 
2.19 
2.18 
1.34 
1.14 
2.11 
2.46 
2.20 
2.29 
2.14 
2.16 
2.19 
1.58 
2.13 
2.15 
2.20 
2.43 
1.48 
2.14 
1.51 

m.  8. 

2.15 
2.14 
2.28 
2.26 
2.35 
2.25 
2.29 
2.14 
2.25 
2.30 
1.42 
1.48 
2.23 
2.56 
2.30 
2.29 
2.16 
2.38 
2.37 
2.20 
2.22 
2.25 
2.28 
3.00 
1.53 
2.45 
1.58 

m.  s. 

2.23 
2.24 
2.30 
2.40 
2.39 
2.33 
2.28 
2.25 
2.43 
2.35 
1.44 
1.53 
2.34 
3.06 
2.55 
2.38 
2.27 
2.43 
2.39 
2.14 
2.30 
2.83 
2.42 
3.12 
2.02 
3.22 
2.02 

m.  8. 

2.33 
2.38 
2.53 
2.52 
2.47 
2.42 
2.47 
2.32 
2.49 
2.49 
1.50 
1.58 
2.41 
3.13 
3.00 
2.53 
2.30 
2.42 
2.52 
2.21 
2.38 
2.38 
2.52 
3.17 
2.20 
2.53 
2.10 

m.  8. 
2.40 
2.49 
2.57 
2.58 
3.19 
2.55 
2.50 
2.37 
2.53 
2.49 
1.59 
2.03 
2.41 
3.14 
3.05 
2.55 
2.41 
2.15 
3.09 
1.58 
2.47 
2.47 
2.55 

2.28 
2.48 
2.14 

m.  a. 
2.48 
2.53 
3.05 
3.02 
3.02 
3.00 
3.07 
2.45 
3.07 
2.52 
2.07 
2.07 
2.52 
3.20 
3.15 
3.10 
2.47 
2.57 
3.20 
2.39 
2.55 
2.52 
3.08 
3.30 
2.32 
2.57 
2.26 

m.  8. 

2.51 
3.11 
3.08 
3.10 
2.48 
3.04 
3.07 
2.58 
3.18 
2.57 
2.07 
2.08 
2.59 
3.33 
3.15 
3.10 
2.55 
3.05 
3.24 
2.43 
2.58 
3.00 
3.15 
3.33 
2.50 
3.02 
2.32 

m.  8. 

3.02 
3.06 
3.20 
3.12 
2.54 
3.13 
3.11 

3.27 
3.09 
2.13 
2.15 
3.10 
3.36 
3.25 
3.16 
3.05 
3.05 
3.33 
2.52 
3.12 
3.05 
3.20 
3.46 
2.50 
3.14 
2.32 

m.  B. 

3.06 
3.19 
3.22 
3.14 
3.01 
3.19 
3.24 

3.40 
3.20 
2.20 
2.20 
3.15 

3.35 
3.30 
3.12 
3.07 
8.48 
2.50 
8.12 
3.20 
3.20 
3.55 
2.58 
3.17 
2.34 

m.  8. 

3.14 
3.38 
3.28 
3.06 
3.19 
3.32 
3.12 
3.46 
3.15 
2.21 
2.23 
3.28 

8.40 
3.30 
3.15 
3.47 
3.44 
3.03 
3.16 
3.19 
8.35 
3.44 
3.01 
3.18 
2.42 

m.  8. 

3.15 
3.38 
3.18 
3.16 
3.31 
3.30 
8.11 
3.47 
3.27 
2.28 
2.30 
3.23 
3.53 
3.50 
3.82 
8.18 
3.52 
3.49 
3.11 
3.25 
3.26 
3.36 

3.02 
3.14 
2.36 

m.  8. 

3.20 
3.51 
3.25 
3.32 
3.30 
3.30 
3.16 
4.00 
3.86 
2.37 
2.27 
3.28 
4.05 
4.45 
3.30 
3.22 
3.49 
4.06 
8.17 
3.31 
8.38 
3.49 
4.16 
3.08 
3.25 
2.43 

m.  s. 

3.35 
8.50 
3.18 
3.56 
3.32 
3.42 
8.14 
4.07 
3.46 
2.42 
2.32 
3.38 
3.44 
4.00 
3.46 
3.28 
3.55 
4.19 
3.17 
3.43 
3.38 
3.50 
4.15 
3.26 
3.28 
2.41 

Average  interval 

1.39  I1.53 

2.03  '2.10 

1 

2.23 

2.32 

2.40 

2.43 

2.54 

3.00 

3.07 

3.12 

3.18 

3.21 

3.31 

3.85 

No.  of  casts  .     . 

25 

26 

27 

27 

27 

27 

27 

26 

27 

27 

26 

25 

25 

25 

26 

26 

THE  DKPTHS  OF  THE  OCEAN. 


141 


waxed;  one  32  lb.  sJwt.     Boat  Dolphin — (Lee). 


FATHOMS. 


1900  2000  2100  2200  2300  2400  2500  2600  2700  2800  2900  3000  3100  3200  3300  3400  3500  3600  3700  3800 


INTERVALS. 


m.  s. 

m.  8. 

m.  8. 

m.  s. 

m.  8. 

m.  8. 

m.  s. 

m.  s. 

m.  8. 

m.  8. 

m.  8. 

m.  s. 

m.  8. 

m.  8. 

m.  8. 

m.  a. 

m.  s. 

m.  8. 

m.  8. 

m.  8. 

3.45 

3.46 

2.49 

4.02 

4.11 

3.42 

3.57 

4.02 

3.50 

3.51 

3.24 

3.25 

3.43 

3.38 

4.13 

4.15 

4.23 

4.33 

4.46 

4.40 

3.54 

3.58 

3.39 

3.50 

4.02 

4.07 

4.10 

2.45 

2.52 

2.50 

2.50 

3.06 

3.07 

3.17 

2.50 

2.39 

2.45 

2.42 

2.54 

2.54 

2.51 

3.01 

2.57 

3.12 

3.36 

3.50 

3.50 

4.07 

4.06 

4.12  4.06  :4.14 

4.32 

3.51 

3.32 

4.03 

3.55 

3.38 

2.56  !3.53  4.12 

4.39 

3.00 

3.59 

4.01 

4.00 

4.15 

4.10  4.20  ,4.15 

4.20 

4.25 

3.39 

4.11 

4.01 

4.03 

3.35  3.59 

4.02 

4.15 

5.47 

3.29 

3.35 

3.43 

3.44 

3.50 

3.56  4.04 

3.59 

4.13 

4.22 

4.21 

4.02 

3.58 

3.05 

4.05 

3.40 

5.27  4.50 

4.15 

4.20 

4.30 

4.06 

4.15 

4.15 

4.25 

4.15 

4.59  4.41 

4.48 

4.52 

5.00  4.53 

5.28 

3  30 

3.31 

3.37 

3.37 

3.48 

3.44 

3.57 

3.58 

4.00 

4.02  4.00 

4.13 

4.11 

4.10 

3.48 

3.54 

4.11 

3.50 

4.01 

4.07 

4.07 

4.24 

4.26 

4.21 

4.47 

4.35 

5.34  5.52 

3.45 

3.49 

3.52 

4.00 

4.07 

4.11 

4.15 

4.25  4.26  '4.29 

4.29 

4.34 

5.12  5.12 

3.54 

3.56 

4.00 

4.06 

4.23 

4.16 

4.25 

4.27  4.40 

4.36 

4.32 

4.35 

4.52 

5.03 

6.15 

4.24 

4.27 

4.24 

4.17 

4.47 

4.49  5.10 

4.57 

5.00 

5.18 

5.27 

6.48 

7.25 

8.07 

3.30 

3.35 

3.38 

3.39 

3.46 

3.52 

4.02 

4.08  14.12 

4.16 

4.24 

4.31 

4.31 

4.36 

4.37 

4.39 

3.29 

3.33 

3.38 

3.34 

3.40 

3.33  3.34 

3.31 

3.43 

4.07 

5.25 

4.08 

4.20 

4.59 

4.39 

5.09 

4.22 

. 

2.44 

2.44 

2.46 

2.51 

2.53 

2.59- 

3.07 

3.07 

3.08 

3.08 

3.09 

3.10 

3.10 

3.10 

3.12 

3.13 

3.20 

3.23 

3.28 

3.34 

3.40 

3.40 

3.41 

3.46  3.52 

3.55 

4.01 

4.01 

4.15 

4.27 

4.30 

4.30 

4.39 

4.58 

5.13 

5.17 

3.51 

3.23 

3.28  3.34 

25 

24 

20 

18 

19 

20 

18  17 

15 

12 

11 

9 

8 

8 

5 

4 

2 

1 

1 

1 

142 


THE  WIND  AND  CURRENT  CHARTS. 


Time  of  Descent  for  every  100  Fathoms.     Two  82  lb. 

FATHOMS. 

300 

400 

500 

600 

700 

800 

900 

1000 

1100 

1200 

INTERVALS. 

m.  B. 

m.  s. 

m.  B. 

m.  8.- 

m.  B. 

m.  B. 

m.  8. 

m.  s. 

m.  8. 

m.  s. 

November 

23,  1851     .    .    . 

1.30 

1.38 

1.50 

2.10 

K 

30,     " 

1.20 

1.34 

1.46 

2.00 

December 

14,     " 

1.85 

1.47 

1.56 

2.00 

January 

3,  1852 

1.23 

1.31 

1.45 

1.49 

u 

6,     " 

1.18 

1.30 

1.40 

1.45 

, 

<( 

14,     " 

1.09 

1.18 

1.33 

1.38 

November 

30,     " 

1.21 

1.34 

1.40 

1.56 

2.02 

December 

16,     " 

1.49 

1.17 

1.58 

2.03 

2.07 

K 

17,     " 

1.30 

1.37 

1.50 

1.59 

2.10 

January 

20,     " 

1.11 

1.24 

1.18 

1.87 

2.07 

November 

28,     " 

1.47 

2.00 

2.01 

2.17 

2.15 

January 

9,     " 

1.16 

1.27 

1.34 

1.43 

1.54 

2.01 

It 

7,     " 

1.18 

1.32 

1.40 

1.47 

1.52 

1.58 

2.08 

2.15 

2.26 

« 

7,     " 

1.15 

1.25 

1.30 

1.42 

1.53 

1.58 

2.10 

2.14 

2.24 

November 

30,     " 

1.13 

1.34 

1.38 

1.37 

1.52 

1.50 

2.00 

2.03 

2.04 

2.12 

December 

16,     « 

1.24 

1.41 

2.48 

1.57 

2.42 

1.16 

2.22 

2.33 

2.39 

2.89 

January 

13,     " 

1.10 

1.20 

1.32 

1.43 

1.48 

2.02 

2.10 

2.17 

2.20 

2.33 

December 

15,     " 

1.30 

1.40 

2.14 

1.46 

2.16 

2.19 

2.18 

2.27 

2.42 

2.40 

II 

7,     " 

1.31 

1.41 

1.55 

1.47 

2.01 

2.50 

2.21 

2.26 

2.37 

3.37 

11 

10,     " 

1.32 

1.45 

1.53 

2.01 

2.11 

2.17 

2.20 

2.33 

2.40 

2.38 

November 

24,     " 

1.28 

1.42 

2.15 

2.30 

2.13 

2.27 

2.27 

2.43 

2.40 

2.25 

December 

13,     " 

1.35 

1.42 

1.53 

2.00 

2.02 

2.17 

2.12 

2.38 

2.35 

2.42 

January 

9,     " 

1.19 

1.33 

1.41 

1.48 

1.55 

2.10 

2.13 

2.21 

2.31 

2.38 

December 

1,     " 

1.30 

1.44 

1.58 

2.04 

2.18 

2.23 

2.30 

2.46 

2.49 

2.47 

January 

12,     " 

1.02 

1.07 

1.13 

1.19 

1.25 

1.28 

1.86 

1.35 

1.41 

1.44 

November 

30,     " 

1.28 

1.42 

1.53 

1.57 

2.09 

2.19 

2.29 

2.30 

2.39 

2.50 

January 

11,     " 

1.14 

1.30 

1.40 

1.46 

1.59 

2.03 

2.14 

2,20 

2.29 

2.36 

11 

19,     " 

1.16 

1.24 

1.34 

1.42 

1.52 

2.02 

2.13 

2.19 

2.23 

2.28 

Average  interval 

1.22 

1.83 

1.47 

1.52 

2.03 

2.06 

2.14 

2.22 

2.29 

2.36 

No.  of  casts  .     . 

27 

28 

28 

28 

22 

18 

16 

16 

16 

14 

THE  DEPTHS  OF  THE  OCEAN. 


143 


shot;  Small  Line.     U.  S.  Brig  Dolphin — (Lee). 


FATHOMS. 


1300 


1400 


1500 


1600 


1700 


1800 


1900 


2000 


2100 


2200 


2300 


2400 


2500 


2600 


INTERVALS. 


m.  8. 

m.  8. 

m.  8. 

m.  s. 

m.  8. 

m.  s. 

m.  8. 

tn.  B. 

m.  6. 

m.  8. 

m.  8. 

m.  s. 

m.  8. 

m.  8. 

2.41 

3.44 

2.46 

2.51 

3.00 
3.16 

3.21 

2.52 

2.37 

2.48 

3.05 

2.41 

3.11 

3.08 

3.40 

3.25 

2.49 

2.55 

3.00 

3.06 

3.09 

3.17 

3.28 

2.47 

2.58 

2.57 

3.00 

3.13 

3.10 

3.17 

3.06 

3.07 

3.24 

3.22 

3.25 

3.45 

3.39 

3.50 

3.55 

1.47 

1.48 

1.52 

1.57 

1.56 

2.04 

2.07 

2.10 

2.15 

2.57 

3.10 

3.12 

3.21 

3.27 

3.29 

3.46 

3.39 

3.47 

3.52 

2.39 

2.51 

2.56 

3.00 

3.13 

3.12 

3.24 

3.29 

3.29 

3.36 

3.40 

3.40 

3.57 

2.32 

2.38 

2.47 

2.48 

2.58 

3.01 

3.03 

3.12 

3.18 

3.17 

3.23 

3.24 

3.34 

3.43 

2.41 

2.54 

2.56 

3.04 

3.06 

3.08 

3.15 

3.16 

3.21 

3.25 

3.31 

3.32 

3.45 

3.43 

11 

11 

11 

10 

8 

7 

7 

5 

5 

3 

2 

2 

2 

1 

lU 


THE  WIND  AND  CUKRENT  CHAKTS. 


■  ;  .- 

Tahh  showing  the  Intervals  of  Descent  for  every  100  Fathoms. 

100 

FATHOMS. 

200 

300 

400 

500 

600 

700 

800 

900  |lOOO  1100  1200  1300  1400  1500  1600  1700  1800  1900  2000  2100 
1 

INTERVALS. 

BATE. 

1 
m.  B.   m.s.  m.s. 

m.B 

m.  8. 

m.  8. 

m.s. 

m.B. 

tn.  8. 

m.B. 

m.s. 

1         1 
m.s.  .m.s.  m.s. 

m.s. 

m.s. 

m.B. 

m.s. 

m.  8.  Im.  8. 

m.B. 

October      7,  1852 

, 

1.05  1.22  ;1.38 

1.45 

1.55 

2.09 

3.46 

2.08 

2.28 

2.3K 

February    2,  1853 

,     . 

1.00 

1.0011.30 

1.30 

1.55 

1.50 

2.00 

4.35' 

240 

2.40 

2.50 

3.00 '3.00  3.00 

3.20 

3.00 

October    25,  1852 

,     , 

1.00 

1.20(1.40 

2.15 

2.30 

1.15' 

2.10 

2.30 

1.30' 

2.30 

3.30 

3.00  3.30  3.15 

225'|3.00' 

3.40 

3.40 

February    9,  1853 

, 

0.59 

1.09  1.20 

1.35 

1.51 

1.57 

2.05 

2.20 

2.27 

2.45 

2.41 

2.47  3.08  3.11 

3.1713.34 

3.32 

3.36 

3.53 

3.49 

4.00 

January     3,     " 

, 

0.56 

1.12  1.25 

1.36 

1.44 

1.52 

2.03 

2.10 

2.17 

2.32 

2.39 

2  46  3.00  3.00 

3.06 

3.09 

3.17 

3.28 

3.35 

8.40 

3.45 

29,     " 

. 

1.00 

1.16  1.29 

1.43 

1.51 

2.01 

2.09 

2.22 

2.38 

2.36 

3.08 

3.01  ,3.04  ,3.21 

3.09 

3.22 

3.41 

3.44 

3.50 

4.10 

4.00 

"         30,     " 

a.    . 

1.00 

1.15  1.31 

1.42 

1.57 

2.06 

2.17 

2.23 

2.37 

2.43 

2.47 

3.00  13.04 '3.I8 

3.22 

3.25 

3.31 

3.54 

3.38 

3.45 

3.55 

February    6,     " 

b.    . 

0.45 

1.00  jl. 45 

1.40 

1.50 

2.00 

2.10 

2.40 

2.30 

2.45 

2.50 

3.01  3.15  3.05 

3.20  :3.45' 

3  35 

3.40 

3.50 

4.20 

4.10 

October     10,  1852, 

c.     . 

1.15il.28 

1.40 

1.57 

2.00 

2.18 

2.22 

2.30 

2.50  '2  50 

3.45 

2.50 '3.15  3.30 

3.30  :3.25 

3.25 

3.30 

3.50 

4.05 

4.05 

January      9,  1853, 

d.    . 

0.69 

1.18 

1.28 

1.40 

1.55 

1.59 

2.11 

2.20 

2.28  |2. 32 

2.49 

2.55  2.53  3.23 

2.58:3.19 

3.18 

3.34 

3.26 

3.30 

4.02 

February    4,     " 

e.    . 

0.40 

1.00 

1.20 

1.30 

1.50 

2.05 

2.05 

2.30 

2.15  12.35 

2.30 

2.60  2.55 '3.00 

3.05 

3.20 

3.30 

3.30 

3.30 

3,40 

8.40 

January      9,     " 

f.    . 

0.45 

1.15  1.25 

1.35 

2.00 

1.50 

2.10 

2.10 

2.20  2.30 

3.00 

2.45i2.55  3.00 

3.00 

8.30 

3.00 

3.20 

3.10 

3.25 

3.55 

October    24,  1852, 

g-  • 

1.01  1.34  1.33 

1.47 

2.00 

2.05 

2.16 

220 

2.37  2.51 

2.53 

3.09  3.11  3.19 

3.25 

3.33 

3.43 

3.45 

3.56 

4.02 

4.07 

9,     " 

A.   . 

4.03' 

1.40  2.06 

2.08 

2.32 

2.38 

2.47 

2.56 

3.11  13.23 

3.31 

3.34  3.41  3.45 

3.48 

3.47 

3.45 

3.51 

3.53 

4.08 

4.05 

11,     " 

I.    . 

1.05 

1.29 

1.40 

1.53 

2.08 

2.19 

2.29 

2.37 

2.42  i2.48 

2.56 

3.0913.16  3.25 

3.23 

3.29 

3.28 

3.32 

3.39 

3.41 

3.49 

20,     " 

k.  . 

1.00 

1.00 

2.00 

1.40 

1.50 

2.30 

2.10 

2  30 

2.20(2.30 

2.30 

3.1512.18  2.27 

2.45 

2.55 

2.20 

3.10 

3.40 

3.40 

4.10' 

February  13,  1853, 

I.   . 

1.16 

1.32 

1.31 

1.50 

2.00 

2.22 

2.07 

2.38  2.39 

2.36 

3.00 '3.00  3.00  3.2013.30 

3.30 

3.40 

3.50  8.50 

3.50 

23,     " 

m.  . 

1.35 

1.45 

1.54 

1.58 

2.10 

2.23 

2.27  2.30 

2.35 

2.50,2.55  3.00 

3.15  3.09 

3.16 

3.26 

3.28  3.37 

3.40 

26,     " 

n.    . 

0.56 

1.20 

1.40 

2.50 

2.00 

1.48' 

2.24 

2.36 

2.37 

2.42 

2.55 

3.03  3.04  3.21 

3.13 

3.44' 

3.31 

3.42 

3.48 

8.41 

16 

4.12 

8.51 

16 

3.58 

Average  interval     . 

0.56 

1.16 

1.36 

1.47 
19 

1.58 
19 

2.06 
17 

2.19 
19 

2.25 
18 

2.33 
18 

2.40 
19 

2.55 
18 

2.59 
18 

3.05 
18 

3.11 

3.15 

3.22 

3.25 

3.35 

4.03 

No.  of  casts  .     .     . 

16 

18 

19 

18 

17 

16 

17 

17 

15 

The  times  marked  with  a  small  figure  (')  are  omitted  in  the  means,  as  evidently  incon-ect. 


Time  of  Deseei 

-it  for 

every 

100  Fathoms. 

Two  32  Ih. 

shot; 

FATHOMS. 

100 

200 

300 

400 

500 

600 

700 

800 

900 

1000  1100  1200  1300  1400 

INTERVALS. 

m.  s. 

m.  s. 

m.  8. 

m.  B. 

m.  s. 

m.  s. 

m   s. 

m.  8. 

m.  s. 

m.  s. 

m.  8. 

m.  s. 

m.  8. 

m.  a. 

August 

12, 

1853      .... 

1.00 

1.20 

1.33 

3.40 

2.02 

2.12 

2.22 

2.25 

2.38 

2.58 

2.50 

July 

24, 

a 

1.06 

1.26 

1.40 

1.50 

2.00 

2.10 

2.25 

2.30 

2.40 

2.50 

3.00 

3.10 

11 

21, 

(1 

1.00 

1.20 

1.35 

1.45 

2.00 

2.10 

2.20 

2.30 

2.50 

2.45 

2.55 

3.05 

3.15 

3.25 

(( 

20, 

11 

1.00 

1.20 

1.35 

1.45 

1.55 

2.05 

2.16 

2.26 

2.36 

2.46 

2.54 

2.47 

3.05 

3.15 

October 

11, 

11 

1.03 

1.20 

1.35 

1.44 

1.54 

August 

10, 

(( 

1.00 

1.21 

1.39 

1.48 

1.55 

2.07 

2.19 

2.21 

2.38 

2.37 

2.48 

2.57 

3.10 

3.25 

u 

14, 

(( 

1.00 

1.12 

1.25 

1.37 

1.50 

2.06 

2.08 

2.20 

2.34 

2.48 

2.48 

2.58 

3.00 

3.20 

June 

17, 

i( 

0.56 

1.15 

1.27 

1.33 

1.54 

1.57 

2.08 

2.16 

2.31 

2.33 

2.35 

2.45 

2.52 

3.00 

u 

21, 

u 

1.19 

1.28 

1.41 

1.51 

2.01 

2.14 

2.28 

2.34 

2.44 

2.51 

3.07 

3.09 

3.16 

3.53 

August 

15, 

11 

1.00 

1.20 

1.35 

1.35 

1.50 

2.00 

2.10 

2.20 

2.30 

2.30 

2.30 

2.45 

2.55 

3.00 

July 

4, 

(t 

0.55 

1.15 

1.30 

1.40 

1.50 

2.00 

2.12 

2.24 

2.24 

2.35 

2.45 

2.45 

2.55 

3.05 

iL 

2, 

u 

1.05 

1.25 

1.35 

1.47 

1.58 

2.13 

2.26 

2.43 

2.33 

2.49 

2.55 

3.00 

3.05 

3.13 

October 

2, 

(1 

1.03 

1.17 

1.30 

1.44 

1.56 

2.05 

2.18 

2.27 

2.47 

2.41 

2.62 

3.06 

3.14 

3.30 

September 

21, 

i( 

1.00 

1.17 

1.36 

1.47 

2.00 

2.05 

2.13 

2.22 

2.33 

2.50 

2.50 

3.00 

3.10 

3.05 

Ju  y 

16, 

"      « 

1.05 

1.20 

1.35 

1.50 

2  05 

2.10 

2.15 

2.25 

2.35 

2.45 

2.45 

2.45 

2.55 

3.05 

September 

23, 

"6 

0.40 

1.10 

1.20 

1.35 

1.45 

1.55 

1.55 

2.10 

2.20 

2.30 

2.30 

2.40 

2.35 

3.00 

u 

24, 

"     c 

1.02 

1.18 

1.30 

1.42 

1.58  i2.08 

2.08 

2.28 

2.38 

2.48 

2.52 

2.58 

3.00 

3.05 

June 

10, 

"    d  .    .    .     . 

1.13 

1.22 

1.35 

1.45 

1.50 

1.56 

2.09 

2.15 

2.20 

2.27 

2.38 

2.51 

2.54 

2.55 

K 

24, 

"/..... 

0.58 

1.17 

1.35 

1.42 

1.53 

2.03 

2.14 

2.25 

2.25 

2.38 

2.50 

3.00 

3.02 

3.03 

<( 

7, 

"    ff 

0.56 

1.14 

1.25 

1.40 

1.50 

1.53 

2.02 

2.10 

2.25 

2.25 

2.30 

2.42 

2.43 

2.50 

October 

3, 

"    h 

1.03 

1.15 

1.29 

1.39 

1.42 

2.00 

2.00 

2.08 

2.20 

2.30 

2.35 

2.40 

2.45 

2.50 

November 

4, 

"    ^ 

1.06 

1.19 

1.37 

1.50 

2.14 

2.12 

2.25 

2.40 

2.48 

2.54 

3.06 

3.21 

3.20 

3.35 

June 

14, 

"     I.   .    .    .    . 

1.14 

1.29 

1.42 

1.53 

2.01 

2.11 

2.18 

2.35 

2.39 

2.42 

2.48 

2.56 

3.00 

3.05 

Average  interval  .... 

1.02 

1.19 

1.33 

1.49 

1.55 

2.05 

2.15 

2.24 

2.34 

2.41 

2.48 

3.01 

3.01 

3.10 

No.  of  casts 

23 

23 

23 

23 

28 

22 

22 

22 

22 

22 

22 

21 

20 

20 

THE  DEPTHS  OF  THE  OCEAN. 


145 


Two  3^  Ih.  shot;  Small  Line.     From  Boat  Dolphin — (Berbyman). 


FATHOMS. 


2200  2300  2400  2500  2600  2700  2800  2900  3000  3100  3200  3300  3400  3500  3600  3700  3800  3900  4000  4100  4200  4300  4400  4500 


INTERVALS. 


m.B. 

m... 

m.8. 

m.8. 

m... 

ra.». 

m.8. 

m.B. 

m.8. 

m.B. 

m.8. 

m.B. 

m.s. 

m.  s. 

m.B. 

m.B. 

m.B. 

ra.  8. 

m.B. 

- 
m.8. 

m.8. 

m.  ■. 

m.s. 

m.i. 

3.47 

4.00 

a. 

3.59 

4.01 

4.15 

b. 

4.10 

4.00 

4.00 

a. 

4.00 

4.00 

361' 

4.47 

d. 

4.04 

3.51 

3.49 

4.09 

e. 

3.55 

4.15 

4.00;4.05 

4.00 

f. 

3.30 

3.40 

4.20 

3.60 

4.10 

4.00 

<7- 

4.13 

4,18 

4.30 

4.39 

4.52 

5.08 

A 

4.15 

4.14 

4.26 

4.49 

4.53 

i 

4.06 

4.18 

4.18  4.21 

4.24 

4.23 

4.25 

4.30 

4.36 

4.39 

4.44 

4.46 

4.50 

k. 

3  00' 

3.50 

4.10  6.20' 

5.15 

2.16'  3.30 

3.30 

7.10'!  5.50 

7.20' 

4.10 

7.00'|  5.10 

4.20 

5.06 

6.45 

7.30 

6.50 

6.55 

5.15 

8.00 

7.00 

6..50 

I 

4.00 

4.20 

4.10  4.10 

4.00 

4.10|6.00i 

12  20'|y00'12.20' 

13.30' 

13.00' 

14.15' 

12.15' 

m. 

3.48 

3.57 

3.52  3.58 

4.02 

4.13  4.16 

4.35 

4.30 

n. 

3.52 

4.00 

f35 

4.30 

4.25 

4.25  4.30 

3.58 
14 

4.03 
18 

4.12 

4.19 

4.27 

4.28  4.10 

4.09 

4.33 

5.14 

4.44 

4.28 

4.50 

5.10 

4.20 

6.05 

6.45 

7.30 

1 

6.50 
1 

0.56 

1 

5.15 
1 

8.00 
1 

7.00 

1 

6.50 

12 

10 

9 

6 

4 

3 

2 

2 

1 

2 

1 

1 

1 

1 

1 

1 

Small  Line.     From  Boat  Dolphin — (Berryman). 


FATHOMS. 


1500 


1600 


1700 


1800  1900 


2000 


2100 


2200 


2300 


2400 


2500 


2600 


2700 


2800 


2900 


3000 


intervals. 


m.  s. 

m.  s. 

m.  s. 

m.  8. 

m.  s. 

m.  8. 

m.  8. 

m.  8. 

m.  s. 

m.  8. 

m.  8. 

m.  s. 

m.  a. 

m.  s. 

m.  s. 

m.  s. 

3.25 

3.20 

3.19 

3.04 

3.14 

4.00 

3.33 

3.38 

3.42 

3.50 

3.00 

3.10 

3.30 

4.10 

3.05 

3.10 

3.22 

3.22 

4.06 

3.22 

3.33 

3.17 

3.33 

3.42 

8.55 

8.30 

3.30 

3.50 

3.45 

4.00 

3.55 

4.05 

3.15 

3.15 

3.25 

4.00 

3.50 

3.55 

3.35 

4.20 

a. 

3.10 

3.15 

3.20 

3.25 

3.30* 

3.36 

3.47 

3.47 

3.55 

3.55 

h. 

3.10 

3.20 

3.20 

3.30 

3.30 

3.45 

3.55 

8.50 

4.00 

4.10 

4.20 

c. 

3.15 

3.15 

3.30 

3.30 

3.40 

3.50 

4.00 

4.00 

4.00 

4.15 

4.25 

d. 

3.10 

3.20 

3.21 

3.26 

3.28 

3.82 

3.46 

3.47 

3.52 

4.02 

4.02 

4.08 

f. 

3.12 

3.53 

3.30 

3.42 

3.46 

3.32 

3.45 

3.57 

4.07 

4.01 

3.38 

4.52 

CI- 

3.00 

3.05 

3.08 

3.12 

3.20 

8.35 

3.45 

3.50 

3.55 

3.45 

4.00 

4.03 

4.07 

h. 

3.55 

3.19 

3.29 

3.21 

3.11 

3.26 

3.50 

3.36 

3.37 

3.45 

4.45 

4.15 

3.45 

h. 

3.36 

3.33 

3.56 

3.54 

4.07 

4.17 

4.15 

4.41 

4.27 

4.37 

4.56 

4.40 

5.10 

4.51 

5.15 

I. 

3.10 

3.14 

3.27 

3.24 

3.43 

3.43 

3.48 

8.88 

3.40 

3.50 

4.40 

4.03 

4.40 

4.50 

4.17 

4.17 

3.14 

3.18 

3.30 

3.36 

3.41 

3.45 

8.51 

3.57 

3.58 

4.02 

4.16 

4.20 

4.25 

4.50 

4.45 

4.17 

19 

16       16 

15 

13 

12 

11 

10 

9 

9 

8 

6 

4 

2' 

2 

1 

19 


146 


THE  WIND  AND  CUERENT  CHARTS. 


Time  of  Descent  / 

or  every  100  Fathoms.     Oi 

le  32  11 

).  shot; 

FATHOMS. 

100 

200 

300 

400 

500 

600 

700 

800 

900 

1000 

1100 

1200 

INTERVALS. 

m.  s. 

m.  s. 

m.  8. 

m.  s. 

m.  8. 

m.  8. 

m.  8. 

m.  s. 

m.  s. 

m.  8. 

m.  8. 

m.  8. 

October  22,  1853,  a.    .     .     . 

1.00 

1.25 

1.45 

2.00 

2.13 

2.21 

2.32 

2.45 

2.55 

3.03 

3.07 

3.27 

"       20,     "             ... 

0.53 

1.17 

1.40 

2.01 

2.10 

2.23 

2.26 

2.47 

2.51 

3.42 

"       23,     "      h.     .     .     . 

1.11 

1.30 

1.51 

2.09 

2.25 

2.41 

2.50 

3.06 

3.15 

3.24 

3.41 

3.46 

"       18,     "      c.     .     .     . 

1.03 

1.24 

1.44 

2.00 

2.20 

2.32 

2.47 

2.55 

3.04 

3.13 

3.25 

3.37 

"       13,     "      d.    .    .     . 

1.10 

1.27 

1.45 

2.07 

2.24 

2.34 

2.51 

3.03 

3.06 

3.17 

3.25 

3.38 

"       27,     "      e.     .     .     . 

0.55 

1.21 

1.44 

1.56 

2.17 

2.32 

2.35 

2.46 

2.56 

3.04 

3.14 

3.15 

Average  interval      .     . 

1.02 

1.24 

1.45 

2.02 

2.18 

2.30 

2.40 

2.54 

3.01 

3.12 

3.22 

3.34 

No.  of  casts      .... 

6 

6 

6 

6 

6 

6 

6 

6 

6 

5 

5 

6 

Average  Time  of  Descent  for 

every  100  Fathoms. 

Two  32  lb.  shot, 

Small  Line 

From 

100 

200    300 

400 

500 

600 

•700 

800 

900 

1000 

1100 

1200 

1300 

1400 

1500 

1600 

1700 

1800 

1900 

Mean  of  soundings — (Lee)    .     .     . 
"            "             (Beeeyman)  . 

ra.B. 

0.56 
1.02 

m.s.   m.  B. 

1.22 

1.16  1.35 
1.19  1.33 

m.  s. 
1.33 

1.47 

1.49 

m.H. 
1.47 

1.58 

1.55 

m.B. 

1.52 
2.06 
2.05 

m.B. 
2.03 

2.19 

2.15 

m.B. 
2.06 

2.25 

2.24 

m.B. 
2.14 

2.33 

2.34 

m.B. 
2.22 

2.40 

2.41 

m.B. 
2.29 

2.55 

2.48 

m.B. 
2.36 

2.59 

3.01 

m.B. 
2.41 

3.05 

3.01 

m.  s. 
2.54 

3  11 

3.10 

m.B. 
2.56 

3.15 

3.14 

m.s. 
3.4 

3.22 

3.18 

m.B. 
3.6 

3.25 

3.30 

m.B. 
3.8 

3.35 

t 

3.36 

m.B. 
3.51 

3.41 

3.41 

Average  interval 

0.58 

1.17  1.30 

1.43 

1.53 

2.01 

2.12 

2.18 

2.27 

2.34 

2.44 

2.52 

2.56 

3.05 

3.08 

3.14 

3.23 

3.26 

3.32 

No.  of  casts 

39 

41      69 

70 

70 

67 

63 

58 

56 

67 

56 

53 

49 

49 

47 

41 

41 

39 

36 

Table  showing^  the  Intervals  of  Descent  for  every  100  FatJioms.     One  32  lb.  shot;  Small  Line. 


100 

200 

300 

400 

500 

600 

700 

800 

900 

1000 

m.  8. 

3.24 
3.12 

1100 

1200 

1300 

1400 

Mean  of  sound-  ) 
ings — (Lee)  j 

Mean  of  sound-  "^ 
ings — (Ber-  V 
syman)         j 

m.  s. 
1.02 

m.  s. 
1.24 

m.  8. 

1.51 
1.45 

m.  8. 

2.09 
2.02 

m.  s. 

2.25 
2.18 

m.  8. 

2.39 
2.30 

m.  8. 

2.49 
2.40 

m.  s. 

2.58 
2.54 

m.  8. 

3.13 

• 

3.01 

m.  8. 

3.31 

3.22 

m.  8. 

3.45 
3.34 

m.  8. 

3.45 
3.41 

m.  8. 

3.57 
3.43 

Average  interval 

1.02 

1.24 

1.12 

2.05 

2.21 

2.34 

2.44 

2.56 

3.07 

3.18 

3.26 

3.39 

3.43 

3.50 

No.  of  casts   .     . 

6 

6 

35 

35 

35 

35 

33 

32 

33 

31 

27 

27 

24 

24 

THE  DEPTHS  OF  THE  OCEAN.  - 


147 


Small  Line.     From  Boat  Dolphin — (Berryman). 


FATHOMS. 


1300  1400  1500  1600  1700  1800  1900  2000  2100  2200  2300  2400  2500  2600  2700  2800 


INTERVALS. 


m.  a. 

m.  s. 

m.  a. 

m.  s. 

m.  s. 

m.  s. 

m.  a. 

m.  a. 

m.  s. 

m.  s. 

m.  a. 

m.  8. 

m.  8. 

m.  8. 

m.  8. 

m.  B. 

a. 

3.37 
3.80 

3.37 

3.27 

3.57 
3.41 

4.02 

4.14 

4.22 
4.10 

4.13 
4.16 

4.37 

4.44 

4.47 

4.52 

5.15 

b. 

4.06 

4.06 

4.26 

4.28 

4.33 

4.42 

4.49 

5.02 

5.06 

5.12 

5.26 

c. 

3.46 

3.53 

4.02 

3.57 

4.20 

4.23 

4.22 

4.36 

4.47 

4.30 

5.03 

5.00 

d. 

4.19* 

3.57 

4.01 

4.17 

4.24 

4.30 

5.03 

4.35 

4.47 

5.25 

5.02 

5.02 

5.26 

5.29 

5.41 

e. 

3.27 

3.19 

3.29 

3.36 

4.04 

3.51 

4.05 

4.04 

4.13 

4.21 

4.21 

4.25 

4.37 

4.26 

4.38 

4.47 

3.41 

3.43 

3.54 

4.04 

4.19 

4.20 

4.28 

4.35 

4.43 

4.51 

5.08 

4.55 

5.01 

4.58 

5.09 

4.47 

5 

6 

6 

5 

5 

6 

6 

5 

5 

5 

5 

4 

2 

2 

2 

1 

Mean  of  Soundings  by  Lieutenants  S.  P.  Lee  and  O.  H.  Berrtman,  1851-52-53. 


2000 

m.  s. 
3.16 

8.51 

3.45 

3.37 

33 

2100 

in.  a. 
3.21 

4.03 

3.51 

3.45 

31 

2200 

m.8. 
3.25 

3.58 

3.57 

3.47 

27 

2300 

ra.  8. 
3.31 

4.03 

3.58 

3.51 

24 

2400 

m.8. 
3.32 

4.12 

4.02 

3.55 

23 

2500 

m.8. 
3.45 

4.19 

4.16 

4.00 

20 

2600 

m.8. 
3.43 

4.27 

4.20 

4.10 

16 

2700 
m.  8. 

4.28 

4.25 

4.26 

11 

2800 
m.8. 

4.10 

4.50 

4.30 

6 

2900 
m.8. 

4.09 

4.46 

4.27 

5 

3000 

m.8. 

4.33 

4.17 

4.25 

3 

3100 
m.>. 

5.14 

5.14 
2 

3200 
m.8. 

4.44 

4.44 

1 

3300 
m.  a. 

4.28 

4.28 
2 

3400 
m.8. 

4.50 

4.50 

1 

3500 
m.  a. 

5.10 

5.10 

1 

3000 
m.a. 

5.20 

O.20 

1 

3700 
m.a. 

5.05 

5.05 
1 

3800 
m.a. 

6.46 

6.45 

1 

3900 
m.a. 

7.30 
7.30 

1 

4000 
m.8. 

6.50 

6.60 

1 

4100 
m.8. 

6.55 

6.55 
1 

4200 
m.a. 

5.15 

0.15 
1 

4300 
m.  8. 

8.00 

8.00 

1 

4400 
m.a. 

7.00 

7.00 

1 

4500 
m.a. 

6.50 

6.50 

1 

From  Mean  of  Soundings  by 

Lieutenants  S.  P.  Lee  and  0.  H 

.  Berryman, 

1851-52-53 

1500 

m.  8. 

4.07 
3.54 

1600 

m.  B. 

4.13 
4.04 

1700 

1800 

1900 

2000 

2100 

2200 

2300   2400 

2500 

2600 

2700   2800 

2900 

3000 

m.  8. 

4.20 
4.19 

m.  8. 

4.26 
4.20 

m.  8. 
4.31 

4.28 

m.  8. 

4.39 
4.35 

m.  8. 
4.4 

4.43 

m.  8. 

4.48 
4.51 

m.  8. 

4.54 
5.08 

m.  s. 

5.13 
4.55 

m.  8. 

5.01 
5.01 

m.  8. 

4.56 
4.58 

m.  8. 

5.27 
5.09 

m.  8. 

4.30 

4.47 

m.  8. 

4.44 

m.  8. 

4.40 

4.00 

4.08 

4.19 

4.23 

4.29 

4.37 

4.45 

4.49 

5.01 

5.04 

5.01 

4.57 

5.18    4.38    4.44 

4.40 

25 

22 

22 

23 

21 

17 

13 

11 

10 

8 

6 

5 

5 

2 

1 

1 

148  THE  WIND  AND  CURRENT  CHARTS. 

It  will  be  remarked  how  much  more  rapidly  the  line  went  out  from  the  Albany,  than  it  did  to  the 
same  weight  (one  32  lb.  shot)  from  the  Dolphin's  boat. 

It  will  be  also  noted,  how  very  uniform  is  the  rate  of  descent  in  the  last  of  the  Dolphin's  tables,  and 
in  which  two  32  lb.  shot  were  used.  This  was  on  her  last  cruise,  when  the  soundings  were  intrusted 
entirely  to  one  ofl&cer — young  Mitchell — and  when  the  boat's  crew  had  become  so  au  fait  at  the 
business,  that  they  claimed  to  tell  by  "  the  feel"  of  the  line  when  the  shot  touched  bottom.  These  results 
are  highly  satisfactory ;  they  do  Mitchell  great  credit,  and  I  point  to  them  as  a  model  for  others. 

It  is  very  evident  that  a  shot  will  sink  at  the  same  rate,  whether  it  be  dropped  overboard  from  a  ship 
or  a  boat.  We  account,  then,  for  the  apparently  more  rapid  rate  of  descent  from  the  Albany,  by  the 
greater  drift  of  the  vessel ;  for,  of  course,  as  she  fell  off  and  gathered  headway,  she  slipped  from  under  the 
line,  which  increased  its  rate  of  going  out.  We,  therefore,  are  forced  to  the  conclusion  that  the  Gulf  of 
Mexico  and  Caribbean  Sea  are  not  so  deep  as,  from  the  Albany's  soundings,  these  two  basins  were 
supposed  to  be. 

Indeed,  the  ocean  generally  is  not  quite  so  deep  as  this  system  of  deep-sea  soundings  would  represent 
it.  The  under  currents  operate  upon  the  line ;  it  bends  to  them,  and  of  course  the  sounding  reported  is 
rarely,  if  ever,  a  true  "  up  and  down"  measure. 

It  will  be  observed  how  much  the  waxing  of  the  line  increases  its  rate  of  descent. 

Many  of  the  irregularities  in  these  tables  of  the  Dolphin,  are  owing  to  changes  in  the  size  of  the  line. 
Lieut.  Lee  weighed  his,  and  found  it  to  vary  from  100  to  114  lbs.  per  10,000  fathoms. 

The  human  mind  delights  in  the  marvellous ;  and  there  is  no  subject  which  those  who  cater  for  it  are 
likely  to  seize  upon  with  more  avidity,  thau  upon  the  reports  which  are  now  and  then  made  of  the 
enormous  depths  to  which  the  plummet  has  descended  in  the  deep  sea,  without  reaching  bottom.  It  is 
always  desirable  to  prevent  error  from  building  up  its  edifices  in  the  popular  mind;  for,  when  truth  comes 
along,  it  has  first  to  pull  these  down,  and  to  contend  with  many  difficulties  in  removing  the  vast  amount 
of  rubbish  that  falsehood  may  have  made,  before  it  can  begin  a  single  structure. 

It  seems,  therefore,  the  proper  time,  now  that  so  much  has  been  done  with  the  Atlantic  Ocean,  in  the 
way  of  sounding  it  out,  to  review  the  great  depths  which  have  been  reported  from  time  to  time. 

First  referring  to  Plate  XIV.  and  the  fifth  edition  of  this  work,  there  is  the  great  wire  cast  of  5,700 
fathoms  from  the  Taney.  This  always,  in  my  judgment,  required  confirmation,  because  of  the  material 
used.  The  other  soundings,  near  the  same  place  on  the  chart,  render  the  probability  of  any  such  depth 
of  water  in  that  part  of  the  ocean  still  more  questionable. 

I,  therefore,  in  the  shadings  of  this  plate,  requested  Professor  Flye,  by  whom  the  lines  Avere  drawn, 
not  to  regard  it. 

Besides  this,  there  are  the  soundings  of  5,200  fathoms  by  the  Plymouth,  in  lat.  37°  28'  N.,  long.  56° 
32'  W.;  of  5,070  by  the  St.  Louis,  in  lat.  36°  16'  K,  long.  46°  52'  15"  W.;  and  of  4,000  by  the 
Jamestowu,  lat.  36°  N.,  long.  27°  20'  W.,  all  of  which  are  reported  without  bottom,  and  all  of  which  were  , 


THE  DEPTHS  OF  THE  OCEAIf.  149 

marked  as  doubtful  from  the  first,  owing  to  the  evidence  furnished  by  the  official  reports  which  were  made 
with  them  to  this  office. 

With  regard  to  the  Plymouth's  sounding,  no  time  except  the  total  was  kept.  The  cast  was  made  from 
the  vessel;  and,  during  the  operation,  the  wind  and  sea  increased  so  much,  says  Captain  Kelly,  "that  I 
deemed  it  advisable  to  part  the  line  and  await  a  more  favorable  opportunity,  not  being  able  to  sound  with 
any  accuracy."* 

In  the  case  of  the  St.  Louis,  the  sounding  was  made  from  a  boat;  pains  were  taken  to  keep  the  line  up 
and  down,  but  the  shot  was  timed  only  by  the  1,000  fathoms.  And  though  Captain  Ingraham  reported 
bottom,  the  intervals,  in  my  judgment,  did  not  indicate  such  a  depth,  and  therefore  the  note  of  interroga- 
tion was  applied,  expressive  of  that  doubt. 

The  Jamestown  simply  reports  no  bottom ;  and  on  board  that  vessel,  the  supposition  that  bottom  in 
any  case  had  been  reached,  "arose  from  the  fact  that  the  line  paying  out  briskly  would  suddenly  cease, 
and  on  being  hauled  in  would  for  a  moment  come  up  very  heavily,  and  then,  as  though  the  weight  of  the 
shot  had  parted  from  it,  come  up  easily ."f 

It  was  not  supposed  that  the  depth  of  the  ocean  could  be  so  great,  so  near  the  Western  Islands ;  hence 
the  note  of  interrogation,  which  I  ventured  to  attach  to  that  sounding,  the  propriety  of  which  Berryman's 
soundings  seem  now  to  confirm. 

I  have  practically  erased  the  last;  and  though  I  doubt  the  other  two,  yet,  as  they  are  in  a  part  of  the 
ocean  where  soundings  are  scarce,  and  where  vessels  frequently  go,  I  have  left  them  there  with  the  hope 
that  they  would  tempt  some  navigator  to  get  a  true  sounding,  and  so  erase  them,  or  the  mark  of  doubt. 

With  regard  to  the  other  soundings,  which  I  had  no  reason,  at  the  time  they  were  made,  to  doubt,  but 
upon  which  subsequent  results  hav^  thrown  light  sufficient  to  cause  them  to  be  erased  entirely,  or  seriously 
questioned,  I  may  simply  remark,  that  in  this  class,  among  others,  is  included  Capt.  Barron's  sounding  of 
5,500  fathoms  in  the  Jno.  Adams,  lat.  32°  06'  K,  long.  44°  47'  W.  This  cast  was  made  from  the  ship. 
The  shot  was  timed  by  the  1,000  fathoms,  but  the  officers  were  sure,  from  the  feeling  of  the  line,  that  bot- 
tom had  been  reached.  Several  good  and  accurate  soundings  have  been  since  made  near  the  same  place 
by  the  Dolphin,  and  from  a  boat,  which  show  the  depth  to  be  loss  tlian  3,000  fathoms.  Hence  the  erasure 
of  Barron's  cast. 

There  is  a  number  of  other  soundings,  especially  those  very  great  ones  which  are  marked  with  the 
sign  of  "no  bottom,"  to  which  I  have  attached  notes  of  doubt  (?)  on  Plate  XIV. 

Though  I  had  no  reason  to  question  their  accuracy  at  first,  yet  subsequent  and  reliable  soundings 
seem  to  show  that  the  sea,  there,  is  not  as  deep  as  they  indicate  it  to  be. 

Since,  however,  the  great  wire  sounding  of  Lieut.  Walsh,  in  the  Taney,  was  made,  in  1849,  and 
for  full  details  of  which,  see  the  fifth  edition  of  this  work,  tliree  others,  with  a  greater  length  of  line 
out,  have  been  made.     They  deserve  special  notice,  for  I  think  all  of  them  are  in  error  as  to  depth. 


*  See  Maury's  Sailiug  Directions,  page  213,  Gtli  ed.  i  IbiJ. 


160  THE  WIND  AND  CURRENT  CHARTS. 

One  of  these  casts  was  of  8,300  fathoms,  by  Lieut.  J.  P.  Parker,  of  the  U.  S.  frigate  Congress,  4th 
April,  1852,  lat.  35°  35'  S.,  long.  45°  10'  W.  Another,  of  7,706  fathoms,  by  Capt.  Denham,  of  H.  M.  S. 
Herald,  80th  Oct.  1852,  lat.  36°  49'  S.,  long.  37°  06'  W.  And  the  other,  of  6,600  fathoms,  by  Lieut.  O.  H. 
Berryman,  commanding  U.  S.  brig  Dolphin,  12th  Feb.  1853,  lat.  32°  55'  K,  long.  47°  58'  W. 

The  first  two  casts,  it  will  be  observed,  were  made  within  400  miles  of  each  other,  and  with  the  same 
twine ;  for  Commodore  McKeever  supplied,  from  the  stock  on  board  the  Congress,  15,000  fathoms  to  the 
Herald.  The  plummet  used  by  Capt.  Denham  was  a  9  lb.  lead.  It  is  much  to  be  regretted  that  he  did  not 
use  a  32  lb.  shot;  for,  then,  his  line  being  the  same,  his  sounding  might  have  been  compared  with  our  own, 
with  far  greater  satisfaction. 

Capt.  Denham's  last  706  fathoms  (from  7,000  to  7,706)  went  out  at  the  rate  of  four-fifths  of  a  mile  per 
hour.  He  had  a  9  lb.  lead  as  a  sinker.  Kow  let  us  ask  any  sailor  who  is  familiar  with  the  resistance 
made  by  lines  when  towed  through  the  water,  whether,  in  his  opinion,  a  force  of  9  lbs.  could  tow  eight 
miles  length  of  line,  three-tenths  of  an  inch  in  circumference,  at  the  rate  of  four-fifths  of  a  mile  the  hour  ? 
Moreover,  his  eighth  thousand  fathoms  went  out  faster  than  his  fifth.  Surely,  a  9  lb.  lead  would  not  drag 
a  line  7,000  fathoms  long,  and  upwards,  through  the  water  faster  than  it  would  drag  one  out  4,000  fathoms 
in  length. 

It  is  probable  that  there  is  in  all  parts  of  the  deep  sea  one  or  more  under  currents,  of  greater  or  less 
velocity.  Nature,  by  her  ways,  indicates  this ;  reason,  with  her  lights,  suggest  it ;  and  experiment  seems  to 
confirm  it.  Our  experience  in  deep-sea  soundings  is  now  considerable  ;  and  seldom  indeed  has  it  occurred 
that  the  line  has  ceased  going  out  after  the  shot  has  reached  bottom.  And  I  suppose  it  is  the  currents  of 
the  sea,  coursing  through  their  channels  of  circulation,  that  continue  to  take  it  out. 

Suppose  where  Captain  Denham  sounded,  there  had  been  but  one  under  current,  and  that  that  had  a 
rate  of  only  one-tenth  of  a  mile  per  hour;  the  line,  then,  that  his  9  lb.  sinker  had  to  tow  through  the  water, 
instead  of  being  straight  was  probably  a  curve.  It  may  in  reality  have  been  a  curve  of  several  convolu- 
tions ;  for,  for  aught  we  know,  there  may  be  in  the  deep  sea  several  strata  of  currents,  as  we  know  there 
often  are  several  strata  of  winds,  one  above  the  other,  in  the  atmosphere. 

Parker,  of  the  Congress,  gives  the  time  of  every  500  fathoms,  after  the  first  300  had  gone  out; 
Denham,  of  the  Herald,  is  more  systematic;  he  gives  the  time  of  every  100  fathoms,  from  the  beginning; 
Berryman,  of  the  Dolphin,  on  the  contrary,  is  less  so ;  he  gives  the  time  for  every  500,  for  the  first  1,500 
fathoms,  then  for  every  200,  till  he  reached  2,500  fathoms;  then  for  400,  then  for  1,000,  then  for  100,  and 
so  on  at  irregular  intervals,  which  impairs  the  value  of  his  results.  Denham's  is  the  best  in  this  respect. 
Now  to  compare  them  fairly,  we  must  have  them  all  for  like  intervals.  I  therefore  compute  Berryman's 
as  far  only  as  is  necessary  to  make  them  correspond  with  Parker's  times  and  intervals,  arranging  Denham's 
accordingly. 

Tins  being  done,  let  us  compare  the  times  of  the  three  casts  together,  referring  them  also  to  the  average 
rate  of  descent  determined  by  actual  experiment  (see  pp.  146,  147),  that  we  may  see  the  difference  of  rate 


THE  DEPTHS  OF  THE  OCEAN. 


151 


at  which  the  same  line  will  run  out,  as  Parker's  and  Denham's,  to  sinkers  of  different  weights ;  as  well  as 
the  depths  at  which  all  uniformity  as  to  rate  of  descent  begins  to  disappear. 


INTERVALS. 


8300  fathoms. 

7706  fathoms. 

G600  fathoms. 

32  lb. 

shot. 

9  lb.  lead. 

46  lb.  ! 

shot. 

CONGEESg. 

HEBALD. 

DOLPHIN. 

min. 

sec. 

min. 

sec. 

min. 

sec. 

From    300  to    800  fathoms               8 

45 

14 

20 

12 

6 

(( 

800  to  1300     ' 

11 

00 

18 

25 

12 

51 

11 

1300  to  1800     ' 

13 

00 

19 

30 

15 

07 

(1 

1800  to  2300     ' 

'                     15 

00 

22 

00 

20 

07 

(( 

2300  to  2800     ' 

19 

00 

23 

50 

24 

11 

a 

2800  to  8300     ' 

87 

00 

28 

20 

25 

53 

(( 
it 

3300  to  3800     ' 
3800  to  4300     ' 

51 

28 

00 
00 

39 
43 

20 
40 

28 
34 

00) 

}  1000  fathoms 
00] 

(I 

4300  to  4800     ' 

33 

15 

42 

25 

47 

22 

(I 

4800  to  5300     ' 

34 

45 

47 

50 

52 

16 

II 

5300  to  5800     ' 

34 

00 

53 

50 

64 

50 

11 

5800  to  6800     ' 

34 

30 

55 

05 

70 

32 

II 

6300  to  6800     ' 

21 

30 

53 

55 

72 

34 

11 

6800  to  7300     ' 

27 

00 

52 

25 

II 

7300  to  7600     ' 

38 

80 

44 

14 

II 

7800  to  8800     ' 

'                    21 

00 

I  do  not  recollect  the  size  of  the  Dolphin's  twine ;  it  is  evident,  however,  that  this,  as  well  as  all  other 
sounding-twine,  requires  force  to  pull  it  from  the  reel,  and  to  drag  it  down  through  the  depths  of  the 
ocean  ;  that  the  deeper  the  plummet,  and  the  greater  the  length  of  line  to  be  dragged  down,  the  greater  the 
resistance,  and,  therefore,  the  slower  the  rate  at  which  the  line  goes  out. 

Hence,  we  may  deduce  a  rule  which,  as  a  general  one,  may  be  taken  as  correct,  viz :  that  when  the 
line  ceases  to  go  out  at  something  like  a  regularly  decreasing  rate,  there  is  no  reliance  to  be  put  upon 
the  sounding,  after  the  change;  and  that  when  the  rate  of  going  out  becomes  uniform — or  now  fast,  now 
slow — the  plummet  has  probably  ceased  to  drag  the  line  down,  and  the  force  which  continues  to  take  the 
sounding-line  out,  is  due  to  the  wind,  currents,  heave  of  the  sea,  or  drift — one,  some,  or  all. 

Let  us  apply  this  rule  to  these  casts : — 

That  of  the  Congress  fulfilled  these  conditions,  as  to  a  tolerably  regular  decreasing,  rate,  to  the  2,800 
fathoms  mark.  The  rates  after  that,  indicate  pretty  clearly  that,  whatever  might  have  been  the  agent 
which  continued  to  take  the  line  out,  it  was  not  the  sinking  of  the  32  lb.  shot.    There  is  an  appearance  of 


152  THE  WIND  AND  CURRENT  CHARTS. 

too  much  uniformity  in  the  rate  after  that.  Therefore,  I  infer  that,  when  the  2,800  fathoms  mark  went 
out,  the  shot  was  probably  on  or  near  the  bottom ;  and  that,  where  this  sounding  was  made,  the  ocean, 
instead  of  being  some  8,300  fathoms  deep,  is  not  more  than  3,000. 

The  Herald's  plummet  fulfilled  the  conditions,  generally,  of  a  decreasing  rate,  until  the  4,300  fathoms 
mark  went  out;  and  after  this  the  rate  becomes  of  such  a  character  as  to  justify  the  conclusion  that  the 
9  lb.  sinker  used  had  then  ceased,  or  nearly  ceased,  to  descend,  if  it  were  not  already  on  the  bottom. 

The  care  with  which  Captain  Denham  observed  every  100  fathoms  mark,  and  timed  it  as  it  went  out, 
enables  us  to  detect,  probably,  more  closely  in  his  sounding  than  in  either  of  the  others,  the  time  when  his 
plummet  ceased  to  sink. 

From  100  to  700  fathoms,  each  100  fathoms  mark  required  between  two  and  three  minutes  to  go  out ; 
from  700  to  1,600,  each  mark  required  between  three  and  four  minutes ;  from  1,600  to  2,700,  each  mark 
required  between  four  and  five  minutes;  from  2,700  to  3,000,  each  required  between  five  and  six  minutes. 
Here  the  times  begin  to  become  irregular ;  the  3,200  and  3,300  marks,  each  took  between  six  and  seven 
minutes  to  go  out.  After  this,  there  is  no  more  regularity  as  to  the  increasing  times.  Every  100  fathoms 
mark  thereafter  appears  to  have  a  rate  of  its  own,  varying  from  seven  to  twelve  minutes — but  now  fast, 
now  slow — and  in  such  a  manner  as  to  justify  the  inference  that  the  ocean,  where  the.  Herald  reports 
7,706  fathoms,  is  probably  not  more  than  4,000  fathoms  deep.  It  was  probably  the  wind,  or  some  agent 
at  the  surface,  that  caused  the  irregularity  as  to  time,  after  the  4,300  fathoms  mark  went  out. 

The  Dolphin  had  the  heaviest  plummet,  and  the  largest  line.  The  time  required  with  her  for  each  of 
the  first  500  fathoms  marks  to  run  out,  was  longer  than  the  Congress,  but  shorter  than  the  Herald.  But, 
after  the  4,300  fathoms  mark  of  the  Herald  went  out,  then  the  Herald's  line  was  the  swifter ;  then  it 
assumed,  approximately  at  least,  the  condition  of  equal  lengths  in  equal  times ;  whereas,  the  Dolphin's 
continued  to  decrease  its  rate,  and  to  go  slower  and  slower,  till  the  6,300  fathoms  mark  went  out.  She 
sent  down  6,600  fathoms ;  the  interval,  therefore,  from  6,300  to  6,800  is  computed.  The  inference 
therefore,  would  be  that,  if  the  weight  had  not  reached  bottom  before,  it  ceased  to  go  down  about  the  time 
the  6,300  fathoms  mark  went  out. 

But  the  sounding  was  not  made  with  the  usual  care ;  and,  with  the  lights  now  before  me,  no  such 
inference  as  to  depth  is  admissible.  Subsequent  soundings  jn  the  vicinity  give  bottom  at  a  much  less 
depth.  Lieut.  Berryman  informs  me  that,  since  these  were  made,  he  has  no  confidence  whatever  in  that 
6,300  fathoms  cast.     Nor  have  I. 

By  aid  of  the  law  which  a  careful  examination  of  the  tables,  pp.  138 — 147,  will  indicate,-  we  can  tell 
very  nearly  when  the  ball  ceased  to  carry  the  line  out,  and  when,  of  course,  it  began  to  go  out  in 
obedience  to  the  current  and  drift  alone ;  for  currents  sweep  the  line  out  at  a  uniform  rate,  while  the 
cannon  ball  drags  it  out  at  a  decreasing  rate. 

The  development  of  this  law  certainly  was  an  achievement,  for  it  enabled  us  to  show  that  the  depth 
of  the  sea  at  the  places  named  (§  157)  was  not  as  great  as  reports  made  it.  These  researches  were 
interesting ;  the  problem  in  hand  was  important,  and  it  deserved  every  effort  that  ingenuity  could  suggest 
for  reducing  it  to  a  satisfactory  solution. 


THE  BASIN   OF  THE   ATLANTIC.  158 


As  yet,  no  specimens  of  the  bottom  had  been  brought  up.  The  line  was  too  small,  the  shot  too 
heavy,  and  it  could  not  be  weighed.  In  this  state  of  the  case,  Passed  Midshipman  J.  M.  Brooke,  United 
States  Navy,  who,  at  the  time,  was  associated  with  me  on  duty  at  the  Observatory,  proposed  a  contrivance 
by  which  the  shot,  on  striking  the  bottom,  would  detach  itself,  and  send  up  the  line  with  a  specimen  of  the 
bottom.  This  beautiful  contrivance,  called  Brooke's  Deep-sea  Sounding  Apparatus,  is  represented  in  Plates 
VII.  and  VIII. 

A,  cannon  ball,  having  a  hole  through  it  for  the  rod,  B.  Plate  VII.  represents  the  rod,  B ;  the  slings, 
D  D,  with  the  shot  slung,  and  in  the  act  of  being  lowered  down.  Plate  VIII.  represents  the  apparatus  in 
the  act  of  striking  the  bottom,  and  shows  how  the  shot  is  detached,  and  how  specimens  of  the  bottom  are 
brought  up,  by  adhering  to  a  little  soap  or  tallow,*  called  "  arming,"  in  the  cup,  C,  at  the  lower  end  of  the 
rod,  B.     With  this  contrivance  specimens  of  the  bottom  have  been  brought  up  from  the  depth  of  two  miles. 

164.  The  greatest  depths  at  which  the  bottom  of  the  sea  has  been  reached  with  the  plummet  are  in  the 
North  Atlantic  Ocean,  and  the  places  where  it  has  been  fathomed  do  not  show  it  to  be  deeper  than  twenty- 
five  thousand  feet. 

The  deepest  place  in  this  ocean  (Plate  XIV.)  is  probably  between  the  parallels  of  35°  and  40°  north 
latitude,  and  immediately  to  the  southward  of  the  Grand  Banks  of  Newfoundland.  No  satisfactory 
deep-sea  soundings  worth  mentioning,  either  in  the  Pacific  or  Indian  Oceans,  have  as  yet  been  made  by 
those  who  are  co-operating  in  this  admirable  plan  of  research.  A  few  have  been  made  in  the  South 
Atlantic,  but  not  enough  to  justify  deduction  as  to  its  depths  or  the  shape  of  its  floor. 


CHAPTEE    XI. 

THE    BASIN    OF    THE    A  TLA  N  TIC. f 

Height  of  Cliimborazo  above  the  Bottom  of  the  Sea,  g  105. — The  deepest  Place  in  the  Atlantic,  IGC. — The  Utility  of  Deep-sea  Soundings, 
167. — A  Microscopic  Examination  of  them,  108. — Brooke's  Deep-sea  Lead  presents  the  Sea  in  a  new  Light,  109. — Tlio  Agents  at 
■work  upon  the  Bottom  of  the  Sea,  170. — How  the  Ocean  is  prevented  from  growing  Salter,  171. — Knowledge  of  our  Planet  to  be 
derived  from  the  Bottom  of  the  Sea,  172. 

165.  The  Basin  of  the  Atlantic,  according  to  the  deep-sea  soundings  made  in  the  manner  described 
in  the  foregoing  chapter,  is  shown  on  Plate  XIV.  This  plate  refers  chiefly  to  that  part  of  the  Atlantic 
which  is  included  within  our  hemisphere. 

In  its  entire  length,  the  basin  of  this  sea  is  a  long  trough,  separating  the  Old  World  from  the  New, 
and  extending  probably  from  pole  to  pole. 

This  ocQan-furrow  was  scored  into  the  solid  crust  of  our  planet  by  the  Almighty  hand,  that  there  the 


*  A  Stillwngen  cup  is  found  to  answer  better.  I  Vide  Maury's  Physical  Geography  of  the  Sea. 

20 


154  -  THE  WIND  AND  CURRENT  CHARTS. 

Avaters  which  "he  called  seas"  might  be  gathered  together,  so  as  to  "let  the  dry  land  appear,"  and  fit  the 
earth  for  the  habitation  of  man. 

From  the  top  of  Chimborazo  to  the  bottom  of  the  Atlantic,  at  the  deepest  place  yet  reached  by  the 
plummet  in  the  North  Atlantic,  the  distance,  in  a  vertical  line,  is  nine  miles. 

Could  the  waters  of  the  Atlantic  be  drawn  off,  so  as  to  expose  to  view  this  great  sea-gash,  which 
separates  continents,  and  extends  from  the  Arctic  to  the  Antarctic,  it  would  present  a  scene  the  most 
rugged,  grand,  and  imposing.  The  very  ribs  of  the  solid  earth,  with  the  foundations  of  the  sea,  would  be 
brought  to  light,  and  we  should  have  presented  to  us  at  one  view,  in  the  empty  cradle  of  the  ocean,  "  a 
thousand  fearful  wrecks,"  with  that  dreadful  array  of  dead  men's  skulls,  great  anchors,  heaps  of  pearl  and 
inestimable  stones,  which,  in  the  poet's  eye,  lie  scattered  in  the  bottom  of  the  sea,  making  it  hideous  with 
sights  of  ugly  death. 

To  measure  the  elevation  of  the  mountain-top  above  the  sea,  and  to  lay  down  upon  our  maps  the 
mountain  ranges  of  the  earth,  is  regarded  in  geography  as  an  important  thing,  and  rightly  so.  Equally 
important  is  it,  in  bringing  the  physical  geography  of  the  sea  regularly  within  the  domains  of  science,  to 
present  its  orology,  by  mapping  out  the  bottom  of  the  ocean  so  as  to  show  the  depressions  of  the  solid 
parts  of  the  earth's  crust  there,  below  the  sea-level. 

166.  Plate  XIV.  presents  the  second  attempt  at  such  a  map.  It  relates  exclusively  to  the  bottom  of 
that  part  of  the  Atlantic  Ocean  which  lies  north  of  10°  south.  It  is  stippled  with  four  shades  ;  the  darkest 
(that  which  is  nearest  the  shore-line)  shows  where  the  water  is  less  than  sis  thousand  feet  deep;  the  next, 
where  it  is  less  than  twelve  thousand  feet ;  the  third,  where  it  is  less  than  eighteen  thousand ;  and  the 
fourth,  or  lightest,  where  it  is  not  over  twenty-four  thousand  feet  deep.  The  blank  space  south  of  Nova 
Scotia  and  the  Grand  Banks  includes  a  district  within  which  very  deep  water  has  been  reported ;  but 
from  casts  of  the  deep-sea  lead  which,  upon  discussion,  do  not  appear  satisfactory. 

The  deepest  part  of  the  North  Atlantic  is  probably  somewhere  between  the  Bermudas  and  the  Grand 
Banks,  but  how  deep  it  may  be,  yet  remains  for  the  cannon  ball  and  sounding-twine  to  determine. 

The  waters  of  the  Gulf  of  Mexico  are  held  in  a  basin  about  a  mile  deep  in  the  deepest  part. 

The  Bottom  of  the  Atlantic,  or  its  depressions  below  the  sea-level,  are  given,  perhaps,  on  this  plate, 
with  as  much  accuracy  as  the  best  geographers  have  been  enabled  to  show,  on  a  map,  the  elevations  above 
the  sea-level  of  the  interior  either  of  Africa  or  Australia. 

167.  "What  is  to  be  the  use  of  these  deep-sea  soundings?"  is  a  question  that  often  occurs;  and  it  is 
as  difficult  to  be  answered  in  categorical  terms  as  Franklin's  question:  "What  is  the  use  of  a  new-born 
babe?"  Every  physical  fact,  every  expression  of  nature,  every  feature  of  the  earth,  the  work  of  any  and 
all  of  those  agents  which  make  the  face  of  the  world  what  it  is,  and  as  we  see  it,  is  interesting  and 
instructive.  Until  we  get  hold  of  a  group  of  physical  facts,  we  do  not  know  what  practical  bearings  they 
may  have,  though  right-minded  men  know  that  they  contain  many  precious  jewels,  which  science  or  the 
expert  hand  of  philosophy  will  not  fail  to  bring  out,  polished,  and  bright,  and  beautifully  adapted  to  man's 
purposes.     Already  we  are  obtaining  practical  answers  to  this  question  as  to  the  use  of  deep-sea  soundings; 


THE   BASIN  OF  THE   ATLANTIC.  155 

for,  as  soon  as  they  were  announced  to  the  public,  they  forthwith  assumed  a  practical  bearing  in  the  minds 
of  men,  with  regard  to  the  question  of  a  submarine  telegraph  across  the  Atlantic. 

There  is,  at  the  bottom  of  this  sea,  between  Cape  Eace  in  Newfoundland  and  Cape  Clear  in  Ireland,  a 
remarkable  steppe,  which  is  already  known  as  the  telegraphic  plateau.  A  company  is  now  engaged  with  the 
project  of  a  submarine  telegraph  across  the  Atlantic.  It  is  proposed  to  carry  the  wires  along  this  plateau, 
from  the  eastern  shores  of  Newfoundland  to  the  western  shores  of  Ireland.  The  great  circle  distance 
between  these  two  shore-lines  is  one  thousand  six  hundred  miles,  and  the  sea  along  the  route  is  probably 
nowhere  more  than  ten  thousand  feet  deep.  This  company,  it  is  understood,  consists  of  men  of  enterprise 
and  wealth,  who,  should  the  inquiries  that  they  are  now  making  prove  satisfactory,  are  prepared  to  under- 
take the  establishment  forthwith  of  a  submarine  telegraph  across  the  Atlantic. 

It  was  upon  this  plateau  that  Brooke's  sounding  apparatus  (§  162)  brought  up  its  first  trophies  from 
the  bottom  of  the  sea.  These  specimens  Lieutenant  Berryman  and  his  officers  judged  to  be  clay ;  but  they 
took  the  precaution  to  label  them,  carefully  to  preserve  them,  and,  on  their  return  to  the  United  States,  to 
send  them  to  the  proper  bureau.  They  were  divided ;  a  part  was  sent  for  examination  to  Professor 
Ehrenberg,  of  Berlin,  and  a  part  to  Professor  Bailey,  of  West  Point — eminent  microscopists  both.  I  have 
not  heard  from  the  former,  but  the  latter,  in  November,  1853,  thus  responded. 

168.  "  I  am  greatly  obliged  to  you  for  the  deep  soundings  you  sent  me  last  week,  and  I  have  looked 
at  them  with  great  interest.  They  are  exactly  what  I  have  wanted  to  get  hold  of  The  bottom  of  the 
ocean  at  the  depth  of  more  than  two  miles  I  hardly  hoped  ever  to  have  a  chance  of  examining ;  yet,  thanks 
to  Brooke's  contrivance,  we  have  it  clean  and  free  from  grease,  so  that  it  can  at  once  be  put  under  the 
microscope.  I  was  greatly  delighted  to  find  that  all  these  deep  soundings  are  filled  with  microscopic  shells ; 
not  a  particle  of  sand  or  gravel  exists  in  them.  They  are  chiefly  made  up  of  perfect  little  calcareous  shells 
(Foraminifera),  and  contain,  also,  a  small  number  of  silicious  shells  (Diatomacese). 

"  It  is  not  probable  that  these  animals  lived  at  the  depths  where  these  shells  are  found,  but  I  rather 
think  that  they  inhabit  the  waters  near  the  surface;  and  when  they  die,  their  shells  settle  to  the  bottom. 
With  reference  to  this  point,  I  shall  be  very  glad  to  examine  bottles  of  water  from  various  depths  which 
were  brought  home  by  the  Dolphin,  and  any  similar  materials,  either  '  bottom,'  or  water  from  other  locali- 
ties.    I  shall  study  them  carefully The  results  already  obtained  are  of  very  great  interest, 

and  have  many  important  bearings  on  geology  and  zoology 

"  I  hope  you  will  induce  as  many  as  possible  to  collect  soundings  with  Brooke's  lead,  in  all  parts  of 
the  world,  so  that  we  can  map  out  the  animalculse  as  you  have  the  whales.  Get  your  whalers  also  to 
collect  mud  from  pancake  ice,  &c.,  in  the  polar  regions :  this  is  always  full  of  interesting  microscopic  forms." 

I  extract  from  an  interesting  letter,  lately  received  from  Passed  Midshipman  Brooke,  of  the  North 
Pacific  Exploring  Expedition,  dated  U.  S.  ship  Vincennes,  Sept.  3,  1854: — 

"  *  *  *  *  *  There  has  been  inclosed  to  the  Department  a  table  of  temperatures  at 
various  depths,  from  100  to  500  fathoms,  and  two  reports  of  experiments  in  deep-sea  soundings.  Several 
unsuccessful  attempts  to  sound  from  the  ship  were  made,  under  the  direction  of  Captain  Ringgold,  but 


156  THE  WINU  AND  CURRENT  CHARTS. 

were  considered  unworthy  of  a  remark — in  which  opinion  I  coincide ;  for,  at  considerable  depths,  one  is 
entirely  dependent  upon  the  times  of  the  100  fathoms.  As  a  general  thing,  I  suppose  an  hundred  thousand 
fathoms  would  all  be  eventually  taken  from  the  reel  by  the  drift  of  the  ship.  On  one  of  those  occasions, 
a  breeze  sprung  up  on  the  quarter,  shooting  the  ship  ahead  in  such  a  manner  as  to  render  the  cast  utterly 
worthless. 

From  our  experience  in  the  Indian  Ocean  and  Coral  Sea,  I  am  inclined  to  believe  that  there  is  no 
depth  from  which  specimens  of  the  bottom  may  not  be  obtained.  It  will  ever  be  a  source  of  regret  that, 
owing  to  circumstances  beyond  my  control,  we  were  unsuccessful  in  recovering  the  line  and  specimen  after 
reaching  bottom  with  7,040  fathoms  in  the  Indian  Ocean.  Such  opportunities  are  rare  in  that  locality ; 
yet,  owing  to  the  current  of  60  miles,  it  will  be  a  difficult  matter  to  determine  the  absolute  depth.  That 
current  was  not  as  superficial  as  one  might  at  first  suppose ;  for  it  was  during  the  latter  part  of  the  opera- 
tion that  the  boat  experienced  its  effect,  and  it  would  seem  that,  had  the  current  been  superficial,  the  line 
would  have  given  indication  by  tending  ahead,  whereas  it  ran  rigid  doivn.  Moreover,  that  current  was 
local,  which  adds  to  the  probability  of  its  depth. 

The  cast  made  in  the  Coral  Sea  was  satisfactory  in  every  respect ;  the  arming-rod  came  up  with  its 
lower  extremity  completely  coated  with  what  appeared  to  be  a  calcareous  clay  of  such  adhesive  and  tena- 
cious character  as  to  preserve  the  marks  of  the  shot,  made  in  slipping  off.  In  fact,  we  had  fallen  upon  one 
of  those  beds  which  eventually  present  the  characteristic  formations  of  England. 

I  fear  that  the  specimen  delivered  to  the  chemist  of  the  expedition  has  been  mislaid  ;  but,  fortunately, 
I  have  in  my  possession  ample  quantity  for  microscopic  examination,  and  which  will  be  sent  to  you  by 
Lieut.  Maury,  of  the  Mississippi. 

I  am  indebted  to  the  politeness  of  Lieut.  "Wm.  L.  Maury,  of  the  Japan  Expedition,  for  the  specimen 
alluded  to.  It  came  from  the  Coral  Sea,  lat.  13°  S.,  long.  162°  E.,  and  was  brought  up  by  Brooke's 
sounding  rod  from  the  depth  of  2,150  fathoms.  I  am  without  any  further  account  as  to  the  manner  of 
making  the  sounding,  or  the  time  of  running  out.  The  specimen  was  immediately  divided  between  the 
microscopes  of  my  friends,  Professors  Bailey  and  Elirenberg.     The  latter  reports  as  follows : — ■ 

"  You  may  be  sure  I  was  not  backward  in  taking  a  look  at  the  specimens  you  sent  me,  which,  from 
their  locality,  promised  to  be  so  interesting.  The  sounding  from  2,150  fathoms,  although  very  small  in 
quantity,  is  not  bad  in  quality,  yielding  representatives  of  most  of  the  great  groups  of  microscopic  organ- 
isms usually  found  in  marine  sediments. 

"  The  predominant  forms  are  silicious  spicules  of  sponges.  Various  forms  of  these  occur ;  some  long 
and  spindle-shaped,  or  acicular ;  others  pin-headed ;  some  three  spined,  &;c.  &c. 

"  The  Diatoms  (silicious  infusoria  of  Ehrenberg)  are  very  few  in  number,  and  mostly  fragmentary.  I 
found,  however,  some  perfect  valves  of  a  coscinodiscus. 

"The  Foraminifera  (Polythalamia  of  Ehrenberg)  are  very  rare,  only  one  perfect  shell  being  seen,  with 
a  few  fragments  of  others. 

"The  Polycistineas  are  present,  and  some  species  of  Ilaliomma  were  quite  perfect.    Fragments  of  other 


r,   j^  THE   BASIN  OF  THE  ATLANTIC.  .  157 

forms  of  tbis  group  indicate  that  various  interesting  species  might  be  obtained,  if  we  had  more  of  the 
material. 
"  You  will  see  by  the  above,  that  this  deep  sounding  differs  considerably  from  those  obtained  in  the 
Atlantic.  The  Atlantic  soundings  were  almost  wholly  composed  of  calcareous  shells  of  the  Foraminifera ; 
these,  on  the  contrary,  contain  very  few  Foraminifera,  and  are  of  a  silicious  rather  than  a  calcareous  nature. 
This  only  makes  the  condition  of  things,  in  the  Northern  Atlantic,  the  more  interesting." 

And  just  as  this  sheet  is  going  to  press,  I  have  received,  in  reply,  the  following  letter  from  Professor 
Bailey : — 

West  Point,  February  18,  1855. 

"You  ask  'Why  do  the  silicious  organisms  of  the  Coral  Sea  make  the  calcareous  ones  of  the  Atlantic 
more  interesting?'  My  idea  was  that  they  prove  that  deep  water  is  not  necessarily  underlaid  by  foramini- 
ferous  deposits,  and  that  some  peculiar  local  conditions  of  temperature,  currents,  or  geological  substratum, 
have  made  the  North  Atlantic  a  perfect  vivarium  for  the  calcareous  forms. 

"  The  chart  (Plate  XIX.)  you  send  is  very  interesting,  and  combines  a  wonderful  amount  of  interesting 
phenomena.  I  have  little  doubt  that  the  history  of  the  bottom  of  the  ocean,  as  recorded  by  the  sediments, 
would  show  a  close  relation  to  the  facts  determined  for  the  surface,  besides  many  unexpected  relations.  I 
cannot  conceive  how  any  intelligent  seaman  can  need  urging  to  undertake  the  task  of  deep  sounding.  I 
feel  sure  that  you  can  present  the  matter  in  a  light  that  would  be  more  attractive  to  them  than  I  can. 
I  am  very  anxious  to  get  some  soundings  from  the  great  ocean  current  that,  as  shown  in  your  chart, 
sweeps  in  through  the  Caribbean  Sea,  and  along  the  coast  of  Mexico  and  Texas. 

"I  observe  on  your  chart  something  which  looks  like  a  sargassum  sea,  S.  E.  of  Madagascar.  Is  it  so  ? 
Get  soundings,  if  possible,  in  these  sargassum  seas.  Get  soundings  anyivhere— everywhere.  Even  when 
they  yield  nothing,  the  negative  fact  is  of  value." 

Ilere,  again,  we  perceive  these  little  conservators  of  the  sea  at  work.  This  specimen  comes  from  the 
coral  regions,  and  the  task  of  secreting  the  calcareous  matter  from  the  sea  water  appears  to  have  been  left 
by  these  little  mites  of  creatures  to  the  madrepores  and  shell-fish,  though  they  themselves  undertook 
the  hard  task  of  getting  the  silicious  matter  out.  The  division  of  labor  among  the  organisms  of  the  sea 
are  wonderful.  It  is  a  great  workshop,  in  which  the  machinery  is  so  perfect  that  nothing  ever  goes 
wrong.  • 

These  little  mites  of  shells  seem  to  form  but  a  slender  clew  indeed  by  which  the  chambers  of  the  deep 
are  to  be  threaded,  and  mysteries  of  the  ocean  revealed;  yet  the  results  are  suggestive;  in  right  hands  and 
to  right  minds,  they  are  guides  to  both  light  and  knowledge.  . 

The  first  noticeable  thing  the  microscope  gives  of  these  specimens  is,  that  all  of  them  are  of  the 
animal,  not  one  of  the  mineral  kingdom. 

The  ocean  teems  with  life,  we  know.     Of  the  four  elements  of  the  old  philosophers — fire,  earth,  air, 


168  THE  WIND  AND  CURRENT  CHARTS. 

and  water — perhaps  the  sea  most  of  all  abounds  with  living  creatures.  The  space  occupied  on  the  surface 
of  our  planet  by  the  different  families  of  animals  and  their  remains  is  inversely  as  the  size  of  the 
individual.  The  smaller  the  auimal,  the  greater  the  space  occupied  by  his  remains.  Though  not 
invariably  the  case,  yet  this  rule,  to  a  certain  extent,  is  true,  and  will,  therefore,  answer  our  present 
purposes,  which  are  simply  those  of  illustration.  Take  the  elephant  and  his  remains,  or  a  microscopic 
animal,  and  his,  and  compare  them.  The  contrast,  as  to  space  occupied,  is  as  striking  as  that  of  tlie  coral 
reef  or  island  with  the  dimensions  of  the  whale.  The  grave-yard  that  would  hold  the  corallines  is  larger 
than  the  grave-yard  that  would  hold  the  elephants. 

We  notice  another  practical  bearing  in  this  group  of  physical  facts,  that  Brooke's  apparatus  fished  up 
from  the  bottom  of  the  deep  sea.  Bailey,  with  his  microscope  (§  168),  could  not  detect  a  single  particle  of 
sand  or  gravel  among  these  little  mites  of  shells.  They  were  from  the  great  telegraphic  plateau  (§  167), 
and  the  inference  is  that  there,  if  anywhere,  the  waters  of  the  sea  are  at  rest.  There  was  not  motion 
enough  there  to  abrade  these  very  delicate  organisms,  nor  current  enough  to  sweep  them  about  and  mix 
up  with  them  a  grain  of  the  finest  sand,  nor  the  smallest  particle  of  gravel  torn  from  the  loose  beds  of 
debris  that  here  and  there  strew  the  bottom  of  the  sea.  This  plateau  is  not  too  deep  for  the  wire  to  sink 
down  and  rest  upon,  yet  it  is  not  so  shallow  that  currents,  or  icebergs,  or  any  abrading  force  can  derange 
the  wire  after  it  is  once  lodged. 

As  Professor  Bailey  remarks,  the  animalculse,  whose  remains  Brooke's  lead  has  brought  up  from  the 
bottom  of  the  deep  sea,  probably  did  not  live  or  die  there.  They  would  have  had  no  light  there,  and, 
had  they  lived  there,  their  frail  little  textures  would  have  been  subjected  in  their  growth  to  a  pressure 
upon  them  of  a  column  of  water  twelve  thousand  feet  high,  equal  to  the  weight  of  four  hundred 
atmospheres.  They  probably  lived  and  died  near  the  surface,  where  they  could  feel  the  genial  influences 
of  both  light  and  heat,  and  were  buried  in  the  lichen  caves  below,  after  death. 

169.  Brooke's  lead  and  the  microscope,  therefore,  it  would  seem,  are  about  to  teach  us  to  regard  the 
ocean  in  a  new  light.  Its  bosom,  which  so  teems  with  animal  life ;  its  face,  upon  which  time  writes  no 
wrinkles — makes  no  impression — are,  it  would  now  seem,  as  obedient  to  the  great  law  of  change  as  is  any 
department  whatever,  either  of  the  animal  or  the  vegetable  kingdom.  It  is  now  suggested  that, 
henceforward,  we  should  view  the  surface  of  the  sea  as  a  nursery  teeming  with  nascent  organisms,  its 
depths  as  the  cemetery  for  families  of  living  creatures  that  outnumber  the  sands  on  the  sea-shore  for 
multitude. 

Where  there  is  a  nursery,  hard  by  there  will  be  founcWalso  a  grave-yard — such  is  the  condition  of  the 
animal  world.  But  it  never  occurred  to  us  before  to  consider  the  surface  of  the  sea  as  one  wide  nursery, 
its  every  ripple  a  cradle,  and  its  bottom  one  vast  burial-place. 

170.  On  those  parts  of  the  solid  portions  of  the  earth's  crust  which  are  at  the  bottom  of  the 
atmosphere,  various  agents  are  at  work,  levelling  both  upward  and  downward.  Heat  and  cold,  rain  and 
sunshine,  the  winds  and  the  streams,  all  assisted  by  the  forces  of  gravitation,  are  unceasingly  wasting  away 
the  high  places  on  the  land  and  as  perpetually  filling  up  the  low. 


r 


THE  BASIN   OF  THE   ATLANTIC.  159 


But  in  contemplating  the  levelling  agencies  that  are  at  work  upon  the  solid  portions  of  the  crust  of 
our  planet  which  are  at  the  bottom  of  the  sea,  one  is  led,  at  first  thought,  almost  to  the  conclusion  that 
these  levelling  agents  are  powerless  there. 

In  the  deep  sea  there  are  no  abrading  processes  at  work;  neither  frosts  nor  rains  are  felt  there,  and 
the  force  of  gravitation  is  so  paralyzed  down  there  that  it  cannot  use  half  its  power,  as  on  the  dry  land, 
in  tearing  the  overhanging  rock  from  the  precipice  and  casting  it  down  into  the  valley  below. 

When  considering  the  bottom  of  the  ocean,  we  have,  in  the  imagination,  been  disposed  to  regard  the 
waters  of  the  sea  as  a  great  cushion,  placed  between  the  air  and  the  bottom  of  the  ocean,  to  protect  and 
defend  it  from  these  abrading  agencies  of  the  atmosphere. 

The  geological  clock  may,  we  thought,  strike  new  periods ;  its  hands  may  point  to  era  after  era ;  but, 
so  long  as  the  ocean  remains  in  its  basin,  so  long  as  its  bottom  is  covered  with  blue  water,  so  long  must  the 
deep  furrows  and  strong  contrasts  in  the  solid  crust  below  stand  out  bold,  ragged,  and  grand.  Nothing 
can  fill  up  the  hollows  there ;  no  agent  now  at  work,  that  we  know  of,  can  descend  into  its  depths,  and 
level  off  the  floors  of  the  sea. 

But  it  now  seems  that  we  forgot  these  oceans  of  animalculas  that  make  the  surface  of  the  sea  sparkle 
and  glow  with  life.  They  are  secreting  from  its  surface  solid  matter  for  the  very  purpose  of  filling  up 
those  cavities  below.  These  little  marine  insects  are  building  their  habitations  at  the  surface,  and  when 
they  die,  their  remains,  in  vast  multitudes,  sink  down  and  settle  upon  the  bottom.  They  are  the  atoms  of 
which  mountains  are  formed — plains  spread  out.  Our  marl-beds,  the  clay  in  our  river-bottoms,  large 
portions  of  many  of  the  great  basins  of  the  earth,  are  composed  of  the  remains  of  just  such  little  creatures 
as  these,  which  the  ingenuity  of  Brooke  and  the  industry  of  Berryman  have  enabled  us  to  fish  up  from  the 
depth  of  more  than  two  miles  (twelve  thousand  feet)  below  the  sea-level. 

These /ora?nin?/ercE,  therefore,  when  living,  may  have  been  preparing  the  ingredients  for  the  fruitful 
soil  of  a  land  that  some  earthquake  or  upheaval,  in  ages  far  away  in  the  future,  may  be  sent  to  cast  up 
from  the  bottom  of  the  sea  for  man's  use. 

The  study  of  these  "sunless  treasures,"  recovered  with  so  much  ingenuity  from  the  rich  bottom  of  the 
sea,  suggests  new  views  concerning  the  physical  economy  of  the  ocean. 

Tn  the  chapter  on  the  Sails  of  the  Sea,  I  have  endeavored  to  show  how  sea-shells  and  marine  insects 
may,  by  reason  of  the  offices  which  they  perform,  be  regarded  as  compensations  in  that  exquisite  system  of 
physical  machinery  by  which  the  harmonies  of  nature  are  preserved. 

But  the  treasures  of  the  lead  and  revelatiotis  of  the  microscope  present  the  insects  of  the  sea  in  a  new 
and  still  more  striking  light.  We  behold  them  now  serving  not  only  as  compensations  by  which  the 
motions  of  the  water  in  its  channels  of  circulation  are  regulated,  and  climates  softened,  but  acting  also  as 
checks  and  balances  by  which  the  equipoise  between  the  solid  and  the  fluid  matter  of  the  earth  is  preserved. 

Should  it  be  established  that  these  microscopic  creatures  live  at  the  surface,  and  are  only  buried  at 
the  bottom  of  the  sea,  we  may  then  view  them  as  conservators  of  the  ocean ;  for,  in  the  offices  which  they 
perform,  they  assist  to  preserve  its  status  by  maintaining  the  purity  of  its  waters. 


160  THE  WIND  AND  CURRENT  CHARTS. 

It  is  admitted  (§  105)  that  the  salts  of  the  sea  come  from  the  land,  and  that  they  consist  of  the  soluble 
matter  which  the  rains  wash  out  from  the  fields,  and  which  the  rivers  bring  down  to  the  sea. 

The  waters  of  the  Mississippi  and  the  Amazon,  together  with  all  the  streams  and  rivers  of  the  world, 
both  great  and  small,  hold  in  solution  large  quantities  of  lime,  soda,  iron,  and  other  matter.  They 
discharge  annually  into  the  sea  an  amount  of  this  soluble  matter  which,  if  precipitated  and  collected  into 
one  solid  mass,  would  no  doubt  surprise  and  astonish  the  boldest  speculator  with  its  magnitude. 

171.  This  soluble  matter  cannot  be  evaporated.  Once  in  the  ocean,  there  it  must  remain ;  and  as  the 
rivers  are  continually  pouring  in  fresh  supplies  of  it,  the  sea,  it  has  been  argued,  must  continue  to  become 
more  and  more  salt. 

Now,  the  rivers  convey  to  the  sea  this  solid  matter  mixed  with  fresh  water,  which,  being  lighter  than 
that  of  the  ocean,  remains  for  a  considerable  time  at  or  near  the  surface.  Here  the  microscopic  organisms 
of  the  deep-sea  lead  are  continually  at  work,  secreting  this  same  lime  and  soda,  &c.,  and  extracting  from 
the  sea-water  all  this  solid  matter  as  fast  as  the  rivers  bring  it  down  and  empty  it  into  the  sea. 

Thus  we  haul  up  from  the  deep-sea  specimens  of  dead  animals,  and  recognize  in  them  the  remains  of 
creatures,  which,  though  invisible  to  the  naked  eye,  have  nevertheless  assigned  to  them  a  most  important 
office  in  the  physical  economy  of  the  universe,  viz :  that  of  regulating  the  saltness  of  the  sea  (§  105). 

This  view  suggests  many  contemplations.  Among  them,  one,  in  which  the  ocean  is  presented  as  a 
vast  chemical  bath,  in  which  the  solid  parts  of  the  earth  are  washed,  filtered,  and  precipitated  again  as  solid 
matter,  but  in  a  new  form,  and  with  fresh  properties. 

Doubtless  it  is  only  a  re-adaptation,  though  it  may  be  in  an  improved  form,  of  old,  and  perhaps  effete 
matter,  to  the  uses  and  well-being  of  man. 

These  are  speculations  merely  ;  they  may  be  fancies  without  foundation,  but  idle  they  are  not,  I  am 
sure ;  for  when-  we  come  to  consider  the  agents  by  which  the  physical  economy  of  this  our  earth  is 
regulated,  by  which  this  or  that  result  is  brought  about  and  accomplished  in  this  beautiful  system  of 
terrestrial  arrangements,  we  are  utterly  amazed  at  the  ofi&ces  whicli  bave  been  performed,  the  work  which 
has  been  done,  by  the  animalculae  of  the  water. 

But  whence  come  the  little  silicious  and  calcareous  shells  which  Brooke's  lead  has  brought  up,  in  proof 
of  its  sounding,  from  the  depth  of  over  two  miles?  Did  they  live  in  the  surface  waters  immediately 
above?  or  is  their  liaUtat  in  some  remote  part  of  the  sea,  whence,  at  their  death,  the  currents  were  sent 
forth  as  pall-bearers,  with  the  command  to  deposit  their  remains  where  the  plummet  found  them  ? 

172.  In  this  view,  these  little  organisms  become  doubly  interesting.  When  dead,  the  descent  of  the  shell 
to  its  final  resting-place  would  not,  it  may  be  supposed,  be  very  rapid.  It  would  partake  of  the  motion  of 
the  sea  water  in  which  it  lived  and  died,  and  probably  be  carried  along  with  it  in  its  channels  of  circulation 
for  many  a  long  mile. 

The  microscope,  under  the  eye  of  Ehrenberg,  has  enabled  us  (§  41)  to  put  tallies  on  the  wings  of  the 
wind,  to  learn  of  them  somewhat  concerning  its  "  circuits." 

Now,  may  not  these  shells,  which  were  so  fine  and  impalpable  that  the  officers  of  the  Dolphin  took 


THE   CLIMATES   OF  THE   OCEAN. 


liSl 


them  to  be  a  mass  of  unctuous  clay— may  not,  I  say,  these,  with  other  specimens  of  soundings  yet  to  be 
collected,  be  all  converted  by  the  microscope  into  tallies  for  the  waters  of  the  different  parts  of  the  sea,  by 
which  the  channels,  through  which  the  circulation  of  the  ocean  is  carried  on,  are  to  be  revealed  ? 

Suppose,  for  instance,  that  the  dwelling-place  of  the  little  shells  which  compose  this  specimen  from 
that  part  of  the  ocean  be  ascertained,  by  referring  to  living  types,  to  be  the  Gulf  of  Mexico,  or  some  other 
remote  region;  that  the  habitat  and  the  burial-place,  in  every  instance,  be  far  removed  from  each  other — 
by  what  agency,  except  through  that  of  currents,  can  we  suppose  these  little  creatures — themselves  not 
having  the  power  of  locomotion — to  come  from  the  place  of  their  birth,  or  to  travel  to  that  of  their 
burial  ? 

Man  can  never  see — he  can  only  touch  the  bottom  of  the  deep  sea,  and  then  only  with  the  plummet. 
Whatever  it  brings  up  thence  is  to  the  philosopher  matter  of  powerful  interest ;  for  on  such  information 
alone  as  he  may  gather  from  a  most  careful  examination  of  such  matter,  the  amount  of  human  knowledge 
concerning  nearly  all  that  portion  of  our  planet  which  is  covered  by  the  sea  must  depend. 

Every  specimen  of  bottom  from  the  deep  sea  is,  therefore,  to  be  regarded  as  probably  containing 
something  precious  in  the  way  of  contribution  to  the  sources  of  human  knowledge. 


CIIAPTEK   XII. 

THE    CLIMATES    OP    THE    OCEAN.* 

Gulf  Stream  a  Milky  Way,  J  173.— The  hottest  Months  in  the  Sea,  174.— A  Line  of  invariable  Temperature,  175.— How  the  western 
half  of  the  Atlantic  is  heated  up,  176.— How  the  Cold  Waters  from  Davis's  Straits  press  upon  the  Gulf  Stream,  178. — How  the 
different  Isotherms  travel  from  North  to  South  with  the  Seasons,  179.— The  Polar  and  Equatorial  Drift,  180. 

173.  Thermal  Charts,  showing  the  temperature  of  the  surface  of  the  Atlantic  Ocean  by  actual 
observations  made  indiscriminately  all  over  it,  and  at  all  times  of  the  year,  have  been  published.  The 
isothermal  lines  which  these  Charts  enable  us  to  draw,  and  some  of  which  are  traced  on  Plate  XX.,  afford 
the  navigator  and  the  philosopher  much  valuable  and  interesting  information  touching  the  circulation  of  the 
oceanic  waters,  including  the  phenomena  of  the  cold  and  warm  sea  currents ;  they  also  cast  light  upon  the 
climatology  of  the  sea,  its  hyetographic  peculiarities,  and  the  climatic  conditions  of  various  regions  of  the 
earth ;  they  show  that  the  profile  of  the  coast-line  of  inter-tropical  America  assists  to  give  expression  to 
the  mild  climate  of  Southern  Europe ;  they  also  increase  our  knowledge  concerning  the  Gulf  Stream,  for 
it  enables  us  to  mark  out,  for  the  mariner's  guidance,  the  "  Milky  Way"  in  the  ocean,  the  waters  of  which 
teem,  and  sparkle,  and  glow  with  life  and  incipient  organisms  as  they  run  across  the  Atlantic.     In  them 


*  Vide  Maurv's  Physical  Geography  of  the  Sea.     H.'irper  and  Brothers,  New  York. 

21 


162  THE  WIND  AND  CURRENT  CHARTS. 

are  found  the  clusters  and  nebulse  of  the  sea,  which  stud  and  deck  the  great  highway  of  ships  on  their 
voyage  between  the  Old  World  and  the  New ;  and  these  lines  assist  to  point  out  for  the  navigator  their  limits 
and  his  way.  They  show  this  via  lactea  to  have  a  vibratory  motion,  that  calls  to  mind  the  graceful  wavings 
of  a  pennon  as  it  floats  gently  to  the  breeze.  Indeed,  if  we  imagine  the  head  of  the  Gulf  Stream  to  be 
hemmed  in  by  the  land  in  the  Straits  of  Bernini,  and  to  be  stationary  there,  and  then  liken  the  tail  of  the 
Stream  itself  to  an  immense  pennon  floating  gently  in  the  current,  such  a  motion  as  such  a  streamer  may 
be  imagined  to  have — very  much  such  a  motion — do  my  researches  show  the  tail  of  the  Gulf  Stream  to 
have.  Kunning  between  banks  of  cold  water,  it  is  pressed  now  from  the  north,  now  from  the  south, 
according  as  the  great  masses  of  sea  matter  on  either  hand  may  change  or  fluctuate  in  temperature. 

In  September,  when  the  waters  in  the  cold  regions  of  the  north  have  been  tempered,  and  made  warm 
and  light  by  the  heat  of  summer,  its  limits  on  the  left  (Plate  XYII.)  are  as  denoted  by  the  line  of  arrows ; 
but  after  this  great  sun-swing,  the  waters  on  the  left  side  begin  to  lose  their  heat,  grow  cold,  become  heavy, 
and  press  the  hot  waters  of  this  stream  within  the  channel  marked  out  for  them. 

Thus  it  acts  like  a  pendulum,  slowly  propelled  by  heat  on  one  side  and  repelled  by  cold  on  the  other. 
In  this  view,  it  becomes  the  chronograph  of  the  sea,  keeping  time  for  its  inhabitants,  and  marking  the 
seasons  for  the  great  whales;  and  there  it  has  been  for  all  time,  vibrating  to  and  fro,  swinging  from  north 
to  south  and  from  south  to  north,  a  great  self-regulating,  self-compensating  pendulum. 

In  seeking  information  concerning  the  climates  of  the  ocean,  it  is  well  not  to  forget  this  remarkable 
contrast  between  its  climatology  and  that  of  the  land,  viz:  on  the  land,  February  and  August  are  considered 
the  coldest  and  the  hottest  months ;  but  to  the  inhabitants  of  the  sea,  the  annual  extremes  of  cold  and  heat 
occur  in  the  months  of  March  and  September.  On  the  dry  land,  after  the  winter  "  is  past  and  gone,"  the 
solid  parts  of  the  earth  continue  to  receive  from  the  sun  more  heat  in  the  day  than  they  radiate  at  night; 
consequently  there  is  an  accumulation  of  caloric,  which  continues  to  increase  until  August.  The  summer 
is  now  at  its  height ;  for,  with  the  close  of  this  month,  the  solid  parts  of  the  earth's  crust  and  the  atmosphere 
above  begin  to  dispense  with  their  heat  faster  than  the  rays  of  the  sun  can  impart  fresh  supplies,  and 
consequently  the  climates  which  they  regulate  grow  cooler  and  cooler  until  the  dead  of  winter  again. 

174.  But,  at  sea,  a  different  rule  seems  to  prevail.  Its  waters  are  the  storehouses  in  which  the  surplus 
heat  of  summer  is  stored  away  against  the  severity  of  winter,  and  they  continue  to  grow  warmer  for  a 
month  after  the  weather  on  shore  has  begun  to  get  cool.  This  brings  the  highest  temperature  to  the  sea  in 
September,  the  lowest  in  March.  Plate  XX.  is  intended  to  show  the  extremes  of  heat  and  cold  to  which  the 
waters — not  the  ice — of  the  sea  are  annually  subjected,  and  therefore  the  isotherms  of  40°,  50°,  60°,  70°, 
and  80°  have  been  drawn  for  March  and  September,  the  months  of  extreme  heat  and  extreme  cold  to  the 
inhabitants  of  the  "  great  deep."  Corresponding  isotherms  for  any  other  month  will  fall  between  these, 
taken  by  pairs.  Thus  the  isotherm  of  70°  for  July  will  fall  nearly  between  the  same  isotherms  (70°)  for 
March  and  September. 

A  careful  study  of  this  plate,  and  the  contemplation  of  the  benign  influences  of  the  sea  upon  the 
climates  which  we  enjoy,  suggest  many  beautiful  thoughts;  for,  by  such  study,  we  get  a  glimpse  into  the 


THE   CLIMATES   OF  THE  OCEAN.  163 

arrangements  and  the  details  of  that  exquisite  machinery  in  the  ocean  which  enables  it  to  perform  all  its 
offices,  and  to  answer  with  fidelity  its  marvellous  adaptations. 

now,  let  us  inquire,  does  the  isotherm  of  80°,  for  instance,  get  from  its  position  in  March  to  its 
position  in  September  ?  Is  it  wafted  along  by  currents,  that  is,  by  water  which,  after  having  been  heated 
near  the  equator  to  80°,  then  flows  to  the  north  with  this  temperature?  Or  is  it  carried  there  simply  by 
the  rays  of  the  sun,  as  the  snow-line  is  carried  up  the  mountain  in  summer?  We  have  reason  to  believe 
that  it  is  carried  from  one  parallel  to  another  by  each  of  these  agents  acting  together,  but  mostly  through 
the  instrumentality  of  currents ;  for  currents  are  the  chief  agents  for  distributing  heat  to  the  various  parts 
of  the  ocean.  The  sun  with  its  rays  would,  were  it  not  for  currents,  raise  the  water  in  the  torrid  zone  to 
blood  heat ;  but,  before  that  can  be  done,  they  run  off  with  it  to  the  poles,  softening,  and  mitigating,  and 
tempering  climates  by  the  way.  The  provision  for  this  is  as  beautiful  as  it  is  benign ;  for,  to  answer  a 
physical  adaptation,  it  is  provided  by  a  law  of  nature  that  when  the  temperature  of  water  is  raised,  it  shall 
expand ;  as  it  expands,  it  must  become  lighter,  and  just  in  proportion  as  its  specific  gravity  is  altered,  just 
in  that  proportion  is  equilibrium  in  the  sea  destroyed.  Arrived  at  this  condition,  it  is  ordained  that  this 
hot  water  shall  obey  another  law  of  nature,  which  requires  it  to  run  away,  and  hasten  to  restore  that 
equilibrium.  Were  these  isothermal  lines  moved  only  by  the  rays  of  the  sun,  they  would  slide  up  and 
down  the  ocean  like  so  many  parallels  of  latitude — at  least  there  would  be  no  breaks  in  them,  like  that 
which  we  see  in  the  isotherm  of  80°  for  September.  It  appears,  from  this  line,  that  there  is  a  part  of  the 
ocean  near  the  equator,  and  about  midway  the  Atlantic,  which,  with  its  waters,  never  does  attain  the 
temperature  of  80°  in  September.  Moreover,  this  isotherm  of  80°  will  pass,  in  the  North  Atlantic,  from 
its  extreme  southern  to  its  extreme  northern  declination — nearly  two  thousand  miles — in  about  three 
months.  Thus  it  travels  at  the  rate  of  about  twenty-two  miles  a  day.  Surely,  without  the  aid  of  currents, 
the  rays  of  the  sun  could  not  drive  it  along  that  fast. 

Being  now  left  to  the  gradual  process  of  cooling  by  evaporation,  atmospherical  contact,  and  radiation, 
it  occupies  the  other  eight  or  nine  months  of  the  year  in  slowly  returning  south  to  the  parallel  whence  it 
commenced  to  flow  northward.  As  it  does  not  cool  as  rapidly  as  it  was  heated,  the  disturbance  of  equili- 
brium by  alteration  of  specific  gravity  is  not  so  sudden,  nor  the  current  which  is  required  to  restore  it  so 
rapid.     Hence  the  slow  rate  of  movement  at  which  this  line  travels  on  its  march  south. 

Between  the  meridians  of  25°  and  30°  west,  the  isotherm  of  60°  in  September  ascends  as  high  as  the 
parallel  of  56°.  In  October,  it  reaches  the  parallel  of  50°  north.  In  November,  it  is  found  between  the 
parallels  of  45°  and  47°,  and  by  December,  it  has  nearly  reached  its  extreme  southern  descent  between 
these  meridians,  which  it  accomplishes  in  January,  standing  then  near  the  parallel  of  40°.  It  is  all  the 
rest  of  the  year  in  returning  northward  to  the  parallel  whence  it  commenced  its  flow  to  the  south  in 
September. 

Now,  it  will  be  observed  that  this  is  the  season — from  September  to  December — immediately  succeed- 
ing that  in  which  the  heat  of  the  sun  has  been  playing  with  greatest  activity  upon  the  polar  ice.  Its  melted 
waters,  which  are  thus  put  in  motion  in  June,  July,  and  August,  would  probably  occupy  the  fall  months 


164  THE  WIND  AND  CURRENT  CHARTS. 

in  reaching  the  parallels  indicated.  These  waters,  though  cold,  and  rising  gradually  in  temperature  as 
they  flow  south,  are  probably  fresher,  and  if  so,  probably  lighter  than  the  sea  water ;  and,  therefore,  it  may 
well  be  that  both  the  warmer  and  cooler  systems  of  these  isothermal  lines  are  made  to  vibrate  up  and  down 
the  ocean  principally  by  a  gentle  surface  current  in  the  season  of  quick  motion,  and  in  the  season  of  the 
slow  motion  principally  by  a  gradual  process  of  calorific  absorption  on  the  one  hand,  and  by  a  gradual 
process  of  cooling  on  the  other. 

We  have  precisely  such  phenomena  exhibited  by  tlie  waters  of  the  Chesapeake  Bay  as  they  spread 
themselves  over  the  sea  in  winter.  At  this  season  of  the  year,  the  Charts  show  that  water  of  very  low 
temperature  is  found  projecting  out  and  overlapping  the  usual  limits  of  the  Gulf  Stream.  The  outer  edge 
of  this  cold  water,  though  jagged,  is  circular  in  its  shape,  having  its  centre  near  the  mouth  of  the  bay. 
The  waters  of  the  bay,  being  fresher  than  those  of  the  sea,  may,  therefore,  though  colder,  be  lighter  than 
the  warmer  waters  of  the  ocean.  And  thus  we  have  repeated  here,  though  on  a  smaller  scale,  the  pheno- 
menon as  to  the  flow  of  cold  waters  from  the  north,  which  force  the  surface  isotherm  of  60°  from  latitude 
56°  to  40°  during  three  or  fou^  months. 

Changes  in  the  color  or  depth  of  the  water,  and  the  shape  of  the  bottom,  &;c.,  would  also  cause  changes 
in  the  temperature  of  certain  parts  of  the  ocean,  by  increasing  or  diminishing  the  capacities  of  such  parts 
to  absorb  or  radiate  heat ;  and  this,  to  some  extent,  would  cause  a  bending,  or  produce  irregular  curves  in 
the  isothermal  lines. 

After  a  careful  study  of  this  plate,  and  the  Thermal  Charts  of  the  Atlantic  Ocean,  from  which  the 
materials  for  this  plate  were  derived,  I  am  led  to  infer  that  the  mean  temperature  of  the  atmosphere  between 
the  parallels  of  56°  and  40°  north,  for  instance,  and  over  that  part  of  the  ocean  in  which  we  have  been 
considering  the  fluctuations  of  the  isothermal  line  of  60°,  is  at  least  60°  of  Fahrenheit,  and  upward,  from 
January  to  August,  and  that  the  heat  which  the  waters  of  the  ocean  derive  from  this  source — atmospherical 
contact  and  radiation — is  one  of  the  causes  which  move  the  isotherm  of  60°  from  its  January  to  its 
September  parallel. 

It  is  well  to  consider  another  of  the  causes  which  are  at  work  upon  the  currents  in  this  part  of  the 
ocean,  and  which  tend  to  give  the  rapid  southwardly  motion  to  the  isotherm  of  60°.  We  know  the  mean 
dew-point  must  always  be  below  the  mean  temperature  of  any  given  place,  and  that,  consequently,  as  a 
general  rule,  at  sea  the  mean  dew-point  due  the  isotherm  of  60°  is  higher  than  the  mean  dew-point  along 
the  isotherm  of  50°,  and  this,  again,  higher  than  that  of  40° — this  than  30°,  and  so  on.  Now  suppose, 
merely  for  the  sake  of  illustration,  that  the  mean  dew-point  for  each  isotherm  be  5°  lower  than  the  mean 
temperature,  we  should  then  have  the  atmosphere  which  crosses  the  isotherm  of  60°,  with  a  mean  dew-point 
of  55°,  gradually  precipitating  its  vapors  until  it  reaches  the  isotherm  of  50°,  with  a  mean  dew-point  of 
45°  ;  by  which  difference  of  dew-point  the  total  amount  of  precipitation  over  the  entire  zone  between  the 
isotherms  of  60°  and  50°  has  exceeded  the  total  amount  of  evaporation  from  the  same  surface.  The 
prevailing  direction  of  the  winds  to  the  north  of  the  fortieth  parallel  of  north  latitude  is  from  the  southward 
and  westward  (Plate  XYIII.) ;  in  other  words,  it  is  from  the  higlier  to  the  lower  isotherms.  Passing, 
therefore,  from  a  higher  to  a  lower  temperature  over  the  ocean,  the  total  amount  of  vapor  deposited  by  any 


THE   CLIMATES   OF   THE   OCEAN. 


165 


given  volume  of  atmosphere,  as  it  is  blown  from  the  vicinity  of  the  tropical  toward  that  of  the  polar  regions, 
is  greater  than  that  which  is  taken  up  again. 

The  area  comprehended  on  Plate  XVIII.  between  the  isotherms  40°  and  50°  Fahrenheit  is  less  than 
the  area  comprehended  between  the  isotherms  50°  and  60°,  and  this,  again,  less  than  the  area  between  this 
last  and  70°,  for  the  same  reason  that  the  area  between  the  parallels  of  latitude  50°  and  60°  is  less  than 
the  area  between  the  parallels  of  latitude  40°  and  50° ;  therefore,  more  rain  to  the  square  inch  ought  to  fall 
upon  the  ocean  between  the  colder  isotherms  of  10°  difference,  than  between  the  warmer  isotherms  of  the 
same  difference.  This  is  an  interesting  and  an  important  view,  therefore  let  me  make  myself  clear:  the 
aqueous  isotherm  of  50°,  in  its  extreme  northern  reach,  touches  the  parallel  of  60°  north.  Now,  between 
this  and  the  equator,  there  are  but  three  isotherms,  60°,  70°,  and  80°,  with  the  common  difference  of  10°. 
But  between  the  isotherm  of  40°  and  the  pole,  there  are  at  least  five  others,  viz :  40°,  30°,  20°,  10°,  0°,  with 
a  common  difference  of  10°.  Thus,  to  the  north  of  the  isotherm  50°,  the  vapor  which  would  saturate  the 
atmosphere  from  zero,  and  perhaps  far  below,  to  near  40°,  is  deposited,  while  to  the  south  of  50°,  the  vapor 
which  would  saturate  it  from  the  temperature  of  50°  up  to  that  of  80°  can  only  be  deposited.  At  least,  such 
would  be  the  case  if  there  were  no  irregularities  of  heated  plains,  mountain  ranges,  land,  &c.,  to  disturb  the 
laws  of  atmospherical  circulation  as  they  apply  to  the  ocean. 

Having  therefore,  theoretically,  at  sea  more  rain  in  high  latitudes,  we  should  have  more  clouds  ;  and 
therefore  it  would  require  a  longer  time  for  the  sun,  with  his  feeble  rays,  to  raise  the  temperature  of  the 
cold  water,  which,  from  September  to  January,  has  brought  the  isotherm  of  60°  from  latitude  56°  to  40°, 
than  it  did  for  these  cool  surface  currents  to  float  it  down.  After  this  southward  motion  of  the  isotherm 
of  60°  has  been  checked  in  December  by  the  cold,  and  after  the  sources  of  the  current  which  brought  it 
down  have  been  bound  in  fetters  of  ice,  it  pauses  in  the  long  nights  of  the  northern  winter,  and  scarcely 
commences  its  return  till  the  sun  recrosses  the  equator,  and  increases  its  power  as  well  in  intensity  as  in 
duration. 

Thus,  in  studying  the  physical  geography  of  the  sea,  we  have  the  effects  of  night  and  day,  of  clouds 
and  sunshine,  upon  its  currents  and  its  climates,  beautifully  developed.  These  effects  are  modified  by  the 
operations  of  certain  powerful  agents  which  reside  upon  the  land;  nevertheless,  feeble  though  those  of  the 
former  class  may  be,  a  close  study  of  this  plate  will  indicate  that  they  surely  exist. 

175.  Now,  returning  toward  the  south:  we  may,  on  the  other  hand,  infer  that  the  mean  atmospherical 
temperature  for  the  parallels  between  which  the  isotherm  of  80°  fluctuates  is  below  80°,  at  least  for  the 
nine  months  of  its  slow  motion.  This  vibratory  motion  suggests  the  idea  that  there  is,  probably, 
somewhere  between  the  isotherm  of  80°  in  August  and  the  isotherm  of  60°  in  January,  a  line  or  belt  of 
invariable  or  nearly  invariable  temperature,  which  extends  on  the  surface  of  the  ocean  from  one  side  of 
the  Atlantic  to  the  other.  This  line  or  band  may  have  its  cycles  also,  but  they  are  probably  of  long  and 
uncertain  periods. 

176.  The  fact  has  been  pretty  clearly  established  by  the  discoveries  to  which  the  Wind  and  Current 
Charts  have  led,  that  the  western  half  of  the  Atlantic  Ocean  is  heated  up,  not  by  the  Gulf  Stream  alone,  as 
is  generally  supposed,  but  by  the  great  equatorial  caldron  to  the  west  of  longitude  35°,  and  to  the  north 


t68  THE  WIND  AND  CURRENT  CHARTS. 

of  Cape  St.  Roque,  ia  Brazil.  The  lowest  reach  of  the  80°  isotherm  for  September — if  we  except  the 
remarkable  equatorial  flexure  (Plate  XX.)  which  actually  extends  from  40°  north  to  the  line — to  the 
west  of  the  meridian  of  Cape  St.  Eoque,  is  above  its  highest  reach  to  the  east  of  that  meridian.  And  now 
that  we  have  the  fact,  how  obvious,  beautiful,  and  striking  is  the  cause ! 

Cape  St.  Roque  is  in  5°  south.  Now  study  the  configuration  of  the  Southern  American  Continent 
from  this  cape  to  the  Windward  Islands  of  the  West  Indies,  and  take  into  account  certain  physical 
conditions  of  these  regions :  the  Amazon,  always  at  a  high  temperature,  because  it  runs  from  west  to  east, 
is  pouring  an  immense  volume  of  warm  water  into  this  part  of  the  ocean.  As  this  water  and  the  heat  of 
the  sun  raise  the  temperature  of  the  ocean  along  the  equatorial  sea-front  of  this  coast,  there  is  no  escape 
for  the  liquid  element,  as  it  grows  warmer  and  lighter,  except  to  the  north.  The  land  on  the  south 
prevents  the  tepid  waters  from  spreading  out  in  that  direction  as  they  do  to  the  east  of  35°  west,  for  here 
there  is  a  space,  about  18  degrees  of  longitude  broad,  in  which  the  sea  is  clear  both  to  the  north  and  south. 
They  must  consequently  flow  north.  A  mere  inspection  of  the  plate  is  sufficient  to  make  obvious  the 
fact  that  the  warm  waters  which  are  found  east  of  the  usual  limits  assigned  the  Gulf  Stream,  and  between 
the  parallels  of  30°  and  40°  north,  do  not  come  from  the  Gulf  Stream,  but  from  this  great  equatorial 
caldron,  which  Cape  St.  Roque  blocks  up  on  the  south,  and  which  forces  its  overheated  waters  up  to  the 
fortieth  degree  of  north  latitude,  not  through  the  Caribbean  Sea  and  Gulf  Stream,  but  over  the  broad 
surface  of  the  left  bosom  of  the  Atlantic  Ocean. 

Here  we  are  again  tempted  to  pause  and  admire  the  beautiful  revelations  which,  in  the  benign  system 
of  terrestrial  adaptation,  these  researches  into  the  physics  of  the  sea  unfold  and  spread  out  before  us  for 
contemplation.  In  doing  this,  we  shall  have  a  free  pardon  from  those  at  least  who  delight  "to  look 
through  nature  up  to  nature's  God." 

What  two  things  in  nature  can  be  apparently  more  remote  in  their  physical  relations  to  each  other, 
than  the  climate  of  Western  Europe  and  the  profile  of  a  coast-line  in  South  America  ?  Yet  this  plate 
not  only  reveals  to  us  the  fact  that  these  relations  between  the  two  are  the  most  intimate,  but  makes  ua 
acquainted  with  the  arrangements  by  which  such  relations  are  established. 

177.  The  barrier  which  the  South  American  shore-line  opposes  to  the  escape,  on  the  south,  of  the  hot 
waters  from  this  great  equatorial  caldron  of  St.  Roque,  causes  them  to  flow  north,  and  in  September,  as 
the  winter  approaches,  to  heat  up  the  western  half  of  the  Atlantic  Ocean,  and  to  cover  it  with  a  mantle  of 
warmth  above  summer  heat,  as  far  up  as  the  parallel  of  40°.  Here  heat,  to  temper  the  winter  climate  of 
Western  Europe,  is  stored  away  as  in  an  air-chamber  for  furnace-heated  apartments;  and  during  the  winter, 
when  the  fire  of  the  solar  rays  sinks  down,  the  westwardly  winds  and  eastwardly  currents  are  sent  to 
perform  their  office  in  this  benign  arrangement.  Though  unstable  and  capricious  to  us  they  seem  to 
be,  they  nevertheless  "  fulfil  His  commandments"  with  regularity  and  perform  their  offices  with  certainty. 
In  tempering  the  climates  of  Europe  with  heat,  in  winter,  that  has  been  bottled  away  in  the  waters  of  the 
ocean,  during  summer,  they  are  to  be  regarded  as  the  flues  and  the  regulators  for  distributing  at  the  right 
time,  and  at  the  right  places,  in  the  right  quantities. 


THE  CLIMATES  OF  THE  OCEAK.  167 

By  March,  when  "the  winter  is  past  and  gone,"  the  furnace  which  had  been  started  by  the  rays  of  the 
sun  in  the  previous  summer,  and  which,  by  autumn,  had  heated  up  the  ocean  in  our  hemisphere,  has  gone 
down.  The  caldron  of  St.  Eoque,  ceasing  in  activity,  has  failed  in  its  supplies,  and  the  chambers  of  warmth 
upon  the  northern  sea,  having  been  exhausted  of  their  heated  water,  which  has  been  expended  in  the 
manner  already  explained,  have  contracted  their  limits.  The  surface  of  heated  water  which,  in  September, 
was  spread  out  over  the  western  half  of  the  Atlantic,  from  the  equator  to  the  parallel  of  40°  north,  and 
which  raised  this  immense  area  to  the  temperature  of  80°  and  upward,  is  not  to  be  found  in  early  spring 
on  this  side  of  the  parallel  of  8°  north. 

The  isotherm  of  80°  in  March,  after  quitting  the  Caribbean  Sea,  runs  parallel  with  the  South 
American  coast  toward  Cape  St.  Roque,  keeping  some  8  or  10  degrees  from  it.  Therefore  the  heat  dis- 
pensed over  Europe  from  this  caldron  falls  off  in  March.  But,  at  this  season,  the  sun  comes  forth  with 
fresh  supplies ;  he  then  crosses  the  line  and  passes  over  into  the  northern  hemisphere ;  observations  show 
that  the  process  of  heating  the  water  in  this  great  caldron  for  the  next  winter  is  now  about  to  commence. 

In  the  mean  time,  so  benign  is  the  system  of  cosmical  arrangements,  another  process  of  raising  the 
temperature  of  Europe  commences.  The  land  is  more  readily  impressed  than  the  sea  by  the  heat  of  the 
solar  rays ;  at  this  season,  then,  the  summer  climate  due  these  transatlantic  latitudes  is  modified  by  the 
action  of  the  sun's  rays  directly  upon  the  land.  The  land  receives  heat  from  them,  but,  instead  of  having 
the  capacity  of  water  for  retaining  it,  it  imparts  it  straightway  to  the  air;  and  thus  the  proper  climate, 
because  it  is  the  climate  which  the  Creator  has,  for  his  own  wise  purposes,  allotted  to  this  portion  of  the 
earth,  is  maintained  until  the  marine  caldron  of  Cape  St.  Roque  is  again  heated  and  brought  into  the  state 
for  supplying  the  means  of  maintaining  the  needful  temperature  in  Europe  during  the  absence  of  the  sun 
in  the  other  hemisphere. 

In  like  manner,  the  Gulf  of  Guinea  forms  a  caldron  and  a  furnace,  and  spreads  out  over  the  South 
Atlantic  an  air-chamber  for  heating  up  in  winter  and  keeping  warm  the  extra-tropical  regions  of  South 
America.    Every  traveller  has  remarked  upon  the  mild  climate  of  Patagonia  and  the  Falkland  Islands. 

"Temperature  in  high  southern  latitudes,"  says  a  very  close  observer,  who  is  co-operating  with  me  in 
collecting  materials,  "differs  greatly  from  the  temperature  in  northern.  In  southern  latitudes,  there  seem 
to  be  no  extremes  of  heat  and  cold,  as  at  the  north.  Newport,  R.  I.,  for  instance,  latitude  41°  north,  longi- 
tude 71°  west,  and  Rio  Negro,  latitude  41°  south,  and  longitude  63°  west,  as  a  comparison:  in  the  former, 
cattle  have  to  be  stabled  and  fed  during  the  winter,  not  being  able  to  get  a  living  in  the  fields  on  account 
of  snow  and  ice.  In  the  latter,  the  cattle  feed  in  the  fields  all  winter,  there  being  plenty  of  vegetation  and 
no  use  of  hay.  On  the  Falkland  Islands  (latitude  51-2°  south),  thousands  of  bullocks,  sheep,  and  horses 
are  running  wild  over  the  country,  gathering  a  living  all  through  the  winter." 

The  water  in  the  equatorial  caldron  of  Guinea  cannot  escape  north — the  shore-line  will  not  permit  it. 
It  must,  therefore,  overflow  to  the  south,  as  that  of  St.  Roque  does  to  the  north,  carrying  to  Patagonia  and 
the  Falkland  Islands,  beyond  50°  south,  the  winter  climate  of  Charleston,  South  Carolina,  on  our  side  of 
the  North  Atlantic,  or  of  the  "Emerald  Island"  on  the  other. 


168  THE  WIND  AND   CURRENT  CHARTS. 

All  geographers  have  noticed,  and  philosophers  have  frequently  remarked  upon  the  conformity,  as  to 
the  shore-line -profile  of  equatorial  America  and  equatorial  Africa. 

It  is  true,  we  cannot  now  tell  the  reason,  though  explanations  founded  upon  mere  conjecture  have 
been  offered,  why  there  should  be  this  sort  of  jutting  in  and  jutting  out  of  the  shore-line,  as  at  Cape  St. 
Eoque  and  the  Gulf  of  Guinea,  on  opposite  sides  of  the  Atlantic ;  but  one  of  the  purposes,  at  least,  which 
this  peculiar  configuration  was  intended  to  subserve,  is  without  doubt  now  revealed  to  us. 

We  see  that,  by  this  configuration,  two  cisterns  of  hot  water  are  formed  in  this  ocean;  one  of  which 
distributes  heat  and  warmth  to  western  Europe;  the  other,  at  the  opposite  season,  tempers  the  climate  of 
Eastern  Patagonia. 

Phlegmatic  must  be  the  mind  that  is  not  impressed  with  ideas  of  grandeur  and  simplicity  as  it 
contemplates  that  exquisite  design,  those  benign  and  beautiful  arrangements,  by  which  the  climate  of  one 
hemisphere  is  made  to  depend  upon  the  curve  of  that  line  against  which  the  sea  is  made  to  dash  its  waves 
in  the  other.  Impressed  with  the  perfection  of  terrestrial  adaptations,  he  who  studies  the  economy  of  the 
great  cosmical  arrangements,  is  reminded  that  not  only  is  there  design  in  giving  shore-lines  their  profile, 
the  land  and  the  water  their  proportions,  and  in  placing  the  desert  and  the  pool  where  they  are,  but  the 
conviction  is  forced  upon  him  also,  that  every  hill  and  valley,  with  the  grass  upon  its  sides,  has  each  its 
office  to  perform  in  the  grand  design. 

March  is,  in  the  southern  hemisphere,  the  first  month  of  autumn,  as  September  is  with  us ;  conse- 
quently, we  should  expect  to  find  in  the  South  Atlantic  as  large  an  area  of  water  of  80°  and  upward  in 
March,  as  we  should  find  in  the  North  Atlantic  for  September.  But  do  we?  By  no  means.  The  area  on 
this  side  of  the  equator  is  nearly  double  that  on  the  other. 

Thus  we  have  the  sea  as  a  witness  to  the  fact  that  the  winds  had  proclaimed,  viz :  that  summer  in  the 
northern  hemisphere  is  hotter  than  summer  in  the  southern,  for  the  rays  of  the  sun  raise  on  this  side  of 
the  equator  double  the  quantity  of  sea  surface  to  a  given  temperature  that  they  do  on  the  other  side ;  at 
least  this  is  the  case  in  the  Atlantic.  Perhaps  the  breadth  of  the  Pacific  Ocean,  the  absence  of  large 
islands  in  the  temperate  regions  north,  the  presence  of  New  Holland  with  Polynesia  in  the  South  Pacific, 
may  make  a  difference  there.  But  of  this  I  cannot  now  speak,  for  the  thermal  charts  of  that  ocean  havo 
not  yet  been  prepared. 

178.  Pursuing  the  study  of  the  climates  of  the  sea,  let  us  now  turn  to  Plate  XIX.  Here  we  see  at  a 
glance  how  the  cold  waters,  as  they  come  down  from  the  Arctic  Ocean  through  Davis's  Straits,  press  upon 
the  warm  waters  of  the  Gulf  Stream,  and  curve  their  channel  into  a  horseshoe.  Navigators  have  often 
been  struck  with  the  great  and  sudden  changes  in  the  temperature  of  the  waters  hereabouts.  In  the 
course  of  a  single  day's  sail,  in  this  part  of  the  ocean,  changes  of  15°,  or  20°,  and  even  of  30°,  have  been 
observed  to  take  place  in  the  temperature  of  the  sea.  The  cause  has  puzzled  navigators  long,  but  bow 
obvious  is  it  not  now  made  to  appear  I  This  "  bend"  is  the  great  receptacle  of  the  icebergs  which  drift 
down  from  the  north ;  covering  frequently  an  area  of  hundreds  of  miles  in  extent,  its  waters  differ  as  much 
as  20°,  25°,  and  in  rare  cases  even  as  much  as  30°  of  temperature  from  those  about  it.     Its  shape  and 


THE  CLIMATES  OF  THE   OCEAN.  169 

place  are  variable.  Sometimes  it  is  like  a  peninsula,  or  tongue  of  cold  water  projected  far  down  into  the 
waters  of  the  Gulf  Stream.  Sometimes  the  meridian  upon  which  it  is  inserted  into  these  is  to  the  east  of 
40°,  sometimes  to  the  west  of  50°  longitude.  By  its  discovery  we  have  clearly  unmasked  the  very  seat  of 
that  agent  which  produces  the  Newfoundland  fogs.  It  is  spread  out  over  an  area  frequently  embracing 
several  thousand  square  miles  in  extent,  covered  with  cold  water,  and  surrounded  on  three  sides,  at  least, 
with  an  immense  body  of  warm.  May  it  not  be  that  the  proximity  to  each  other  of  these  two  very 
unequally  heated  surfaces,  out  upon  the  ocean,  would  be  attended  by  atmospherical  phenomena  not  unlike 
those  of  the  land  and  sea  breezes  ?  These  warm  currents  of  the  sea  are  powerful  meteorological  agents. 
I  have  been  enabled  to  trace,  in  thunder  and  lightning,  the  influence  of  the  Gulf  Stream  in  the  eastern  half 
of  the  Atlantic,  as  far  north  as  the  parallel  of  55°  north ;  for  there,  in  the  dead  of  winter,  a  thunder-storm 
is  not  unusual.  •  ■ 

179.  These  isothermal  lines  of  50°,  60°,  70°,  80°,  &c.,  may  illustrate  for  us  the  manner  in  which  the 
climates  in  the  ocean  are  regulated.  Like  the  sun  in  the  ecliptic,  they  travel  up  and  down  the  sea  in 
declination,  and  serve  the  monsters  of  the  deep  for  signs  and  for  seasons. 

180.  It  should  be  borne  in  mind  that  the  lines  of  separation,  as  drawn  on  Plate  XIX.,  between  the 
cool  and  warm  waters,  or,  more  properly  speaking,  between  the  channels  representing  the  great  polar  and 
equatorial  flux  and  reflux,  are  not  so  sharp  in  nature  as  this  plate  would  represent  them.  In  the  first 
place,  the  plate  represents  the  mean  or  average  limits  of  these  constant  flows — polar  and  equatorial ; 
whereas,  with  almost  every  wind  that  blows,  and  at  every  change  of  season,  the  line  of  meeting  between 
their  waters  is  shifted.  In  the  next  place,  this  line  of  meeting  is  drawn  with  a  free  hand  on  the  plate,  as  if 
to  represent  an  average ;  whereas  there  is  reason  to  believe  that  this  line  in  nature  is  variable  and  unstable 
as  to  position,  and  as  to  shape  rough  and  jagged,  and  oftentimes  deeply  articulated.  In  the  sea,  the  line  of 
meeting  between  waters  of  different  temperatures  and  density  is  not  unlike  the  sutures  of  the  skull-bone 
on  a  grand  scale — very  rough  and  jagged ;  but,  on  the  plate,  it  is  a  line  drawn  with  a  free  hand,  for  the 
purpose  of  showing  the  general  direction  and  position  of  the  channels  in  the  sea,  through  which  its  great 
polar  and  equatorial  circulation  is  carried  on. 

Now,  continuing  for  a  moment  our  examination  of  Plate  XX.,  we  are  struck  with  the  fact  that  most  of 
the  thermal  lines  there  drawn  run  from  the  western  side  of  the  Atlantic  toward  the  eastern,  in  a  northeast- 
wardly direction,  and  that,  as  they  approach  the  shores  of  this  ocean  on  the  east,  they  again  turn  down  for 
lower  latitudes  and  warmer  climates.  This  feature  in  them  indicates,  more  surely  than  any  direct  observa- 
tions upon  the  currents  can  do,  the  presence,  along  the  African  shores  in  the  North  Atlantic,  of  a  large 
volume  of  cooler  waters.  These  are  the  waters  which,  having  been  first  heated  up  in  the  caldron  (§  176) 
of  St.  Eoque,  in  the  Caribbean  Sea,  and  Gulf  of  Mexico,  have  been  made  to  run  to  the  north,  charged  with 
heat  and  electricity  to  temper  and  regulate  climates  there.  Having  performed  their  offices,  they  have 
cooled  down ;  but,  obedient  still  to  the  "  Mighty  Voice"  which  the  winds  and  the  waves  obey,  they  now 
return  by  this  channel,  along  the  African  shore,  to  be  again  replenished  with  warmth,  and  to  keep  up  the 
system  of  beneficent  and  wholesome  circulation  designed  for  the  ocean. 
22 


170  THE  WIND  AND  CURKENT  CHARTS. 


CHAP  TEE    XIII. 

THE    DRIFT    OF    THE    SEA.* 

Date  XIX.,  ?  181.— The  Polar  Drift  about  Cape  Horn,  182.— How  the  Polar  Waters  in  the  South  Atlantic  force  the  Equatorial  aside, 
183. — A  Harbor  for  Icebergs,  184.— Why  Icebergs  are  not  found  in  the  North  Pacific,  185. — Drift  of  Warm  Waters  out  of  the 
Indian  Ocean,  186.— The  opinion  of  Lieutenant  Jansen,  of  the  Dutch  Nayy,  187.— A  Current  of  Warm  Water  sixteen  hundred 
miles  wide,  188.— The  Pulse  of  the  Sea,  189.— The  Circulation  of  the  Sea  like  that  of  the  Blood,  190.— Number  of  Vessels  engaged 
in  the  Fisheries  of  the  Sea,  191. — The  Sperm  Whale,  192. — The  Torrid  Zone  impassable  to  the  Right  Whale,  193. 

181.  I  HAVE  spoken  about  currents;  but  tbere  is  a  movement  of  the  waters  of  the  ocean  which, 
though  it  be  a  translation,  yet  does  not  amount  to  wliat  is  known  to  the  mariner  as  current,  for  our 
nautical  instruments  and  the  art  of  navigation  have  not  been  brought  to  that  state  of  perfection  which 
will  enable  navigators  generally  to  detect  as  currents  the  flow  to  which  I  allude  as  dnft.  It  arises  from 
changes  in  the  specific  gravity  of  sea  water,  caused  chiefly  by  the  effects  of  heat.  If  water,  from  any  cause, 
commence  to  flow  from  the  equator  towards  the  poles,  it  must  grow  cool  by  the  way ;  by  growing  cool,  it 
changes  its  specific  gravity,  and  when  its  specific  gravity  is  changed,  it  cannot  any  longer  be  considered  as 
the  same  mass,  for  it  does  not  occupy  the  same  space  it  did  before.  The  great  thermal  agent  of  the 
universe,  therefore,  is  continually  disturbing  the  equilibrium  of  the  sea,  and  setting  its  waters  in  motion 
by  expanding  them  with  heat  in  the  torrid,  and  contracting  them  with  cold  in  the  frigid  zone ;  conse- 
quently, there  is  a  general  movement  going  on  to  and  fro  in  the  sea,  in  obedience  to  the  forces  of  heat, 
which  nothing  can  interrupt.  Storms  may  override,  but  they  cannot  arrest  this  flow.  The  disturbance 
created  in  this  mighty  and  ceaseless  flow  and  ebb,  by  the  agents  which  produce  other  currents,  is  like  the 
eddy  which  follows  in  the  wake  of  the  steamboat  on  the  Mississippi ;  it  never  interferes  with  the  march  of 
the  stream  in  its  onward  flow. 

If  we  imagine  an  object  to  be  set  adrift  in  the  ocean  at  the  equator,  and  if  we  suppose  that  it  be  of 
such  a  nature  that  it  would  obey  only  the  influence  of  sea  water,  and  not  of  the  winds,  this  object,  I  imagine, 
would,  in  the  course  of  time,  find  its  way  to  the  icy  barriers  about  the  poles,  and  again  back  among  the 
tepid  waters  of  the  tropics.  Such  an  object  would  illustrate  the  drift  of  the  sea,  and  by  its  course  would 
indicate  the  route  which  the  surface  waters  of  the  sea  follow  in  their  general  channels  of  circulation  to  and 
fro  between  the  equator  and  the  poles. 

Accordingly,  the  object  of  Plate  XIX.  is  to  illustrate,  as  far  as  the  present  state  of  my  researches 
enables  me  to  do,  this  normal  circulation  of  the  ocean,  as  influenced  by  heat  and  cold,  and  to  indicate  the 
routes  by  which  the  overheated  waters  of  the  torrid  zone  escape  to  cooler  regions,  on  one  hand,  and  on  the 


*   Vide  Maury's  Physical  Geography  of  the  Sea. 


THE   DRIFT  OF  THE   SEA.    '  171 

Other,  the  great  channel  ways  through  which  the  same  waters,  after  having  been  deprived  of  this  heat  in 
the  extra-tropical  or  polar  regions,  return  again  toward  the  equator ;  it  being  assumed  that  the  drift  or 
flow  is  from  the  poles  wlien  the  temperature  of  the  surface  water  is  heloio,  and  from  the  equatorial  regions 
when  it  is  above  that  due  the  latitude.  Therefore,  in  a  mere  diagram,  as  this  plate  is,  the  numerous  eddies 
and  local  currents  which  are  found  at  sea  are  disresjarded. 

Of  all  the  currents  in  the  sea,  the  Gulf  Stream  is  the  best  defined;  its  limits,  especially  those  of  the 
left  bank,  are  always  well  marked,  and,  as  a  rule,  those  of  the  right  bank,  as  high  as  the  parallel  of  the 
thirty-fifth  degree  of  latitude,  are  quite  distinct,  being  often  visible  to  the  eye.  The  Gulf  Stream  shifts  its 
channel  (§  143),  but  nevertheless  its  banks  are  often  very  distinct.  As  I  write  these  remarks,  the  abstract 
log  of  the  ship  Herculean  (William  M.  Chamberlain),  from  Callao  to  Ilampton  Eoads,  in  May,  1854,  is 
received.  On  the  eleventh  of  that  month,  being  in  latitude  33°  39'  north,  longitude  74°  56'  west  (about 
one  hundred  and  thirty  miles  east  of  Cape  Fear),  he  remarks  : — 

"Moderate  breezes,  smooth  sea,  and  fine  weather.  At  ten  o'clock  fifty  minutes,  entered  jnto  the 
southern  (right)  edge  of  the  Stream,  and  in  eight  minutes  the  water  rose  six  degrees;  the  edge  of  the 
stream  was  visible,  as  far  us  the  eye  could  see,  by  the  great  rippling  and  large  quantities  of  gulf  weed — 
more  '  weed'  than  I  ever  saw  before,  and  I  have  been  many  times  along  this  roiite  in  the  last  twenty 
years." 

In  this  diagram,  therefore,  I  have  thought  it  useless  to  attempt  a  delineation  of  any  of  those  currents, 
as  the  Eennell  Current  of  the  North  Atlantic,  the  "  Connecting  Current''  of  the  South  Atlantic,  "  Mentor's 
Counter  Drift,"  Kossel's  Drift  of  the  South  Pacific,  &c.,  which  run  now  this  way,  now  that,  and  which  are 
frequently  not  felt  by  navigators  at  all. 

In  overhauling  the  log-books  for  data  for  this  Chart,  I  have  followed  vessels  with  the  water  thermo- 
meter to  and  fro  across  the  seas,  and  taken  the  registrations  of  it  exclusively  for  my  guide,  without  regard 
to  the  reported  set  of  the  currents.  When,  in  any  latitude,  the  temperature  of  the  water  has  appeared  too 
high  or  too  low  for  that  latitude,  the  inference  has  been  that  such  water  was  warmed  or  cooled,  as  the  case 
may  be,  in  other  latitudes,  and  that  it  has  been  conveyed  to  the  place  where  found,  through  the  great 
channels  of  circulation  in  the  ocean  (§  181).  If  too  warm,  it  is  supposed  that  it  had  its  temperature  raised 
in  warmer  latitudes,  and  therefore  the  channel  in  which  it  is  found  leads  from  the  equatorial  regions.  On 
the  other  hand,  if  the  water  be  too  cool  for  the  latitude,  then  the  inference  is  that  it  has  lost  its  heat  in 
colder  climates,  and  therefore  is  found  in  channels  which  lead  from  the  polar  regions. 

The  arrow-beards  point  to  the  direction  in  which  the  waters  are  supposed  to  flow.  Their  rate, 
according  to  the  best  information  that  I  have  obtained,  is,  at  a  mean,  only  about  four  knots  a  day— rather 
less  than  more. 

182.  Accordingly,  therefore,  as  the  immense  volume  of  water  in  the  Antarctic  regions  is  cooled  down, 
it  commences  to  flow  north.  As  indicated  by  the  arrow-heads,  it  strikes  against  Cape  Horn,  and  is  divided 
by  the  continent,  one  portion  going  along  the  west  coast  as  Humboldt's  Current  (§  119);  the  other, 
entering  the  South  Atlantic,  flows  up  into  the  Gulf  of  Guinea,  on  the  coast  of  Africa.     Now,  as  the  waters 


172  THE  WIND  AND  CURRENT  CHARTS. 

of  this  polar  flow  approach  the  torrid  zone,  they  grow  warmer  and  warmer,  and  finally  themselves  become 
tropical  in  their  temperature.  They  do  not  then,  it  may  be  supposed,  stop  their  flow ;  on  the  contrary, 
they  keep  moving,  for  the  very  cause  which  brought  them  from  the  extra-tropical  regions  now  operates  to 
send  them  back.  This  cause  is  to  be  found  in  the  difference  of  the  specific  gravity  at  the  two  places.  If, 
for  instance,  these  waters,  when  they  commence  their  flow  from  the  hyperborean  regions,  were  at  30°, 
their  specific  gravity  will  correspond  to  that  of  sea  water  at  30°.  But  when  they  arrive  in  the  Gulf  of 
Guinea  or  the  Bay  of  Panama,  having  risen  by  the  way  to  80°,  or  perhaps  85°,  their  specific  gravity 
becomes  such  as  is  due  sea  water  of  this  temperature  ;  and,  since  fluids  differing  in  specific  gravity  can  no 
more  balance  each  other  on  the  same  level  than  can  unequal  weights  in  opposite  scales,  this  hot  water 
must  now  return  to  restore  that  equilibrium  which  it  has  destroyed,  in  the  sea,  by  rising  from  30°  to 
80°  or  85°. 

Hence  it  will  be  perceived  that  these  masses  of  water  which  are  marked  as  cold  are  not  always  cold. 
They  gradually  pass  into  warm  ;  for,  in  travelling  from  the  poles  to  the  equator,  they  partake  of  the 
temperature  of  the  latitudes  through  which  they  flow,  and  grow  warm. 

183.  Plate  XIX.,  therefore,  is  only  introduced  to  give  general  ideas;  nevertheless,  it  is  very 
instructive.  See  how  the  influx  of  cold  water  into  the  South  Atlantic  appears  to  divide  the  warm  water, 
and  squeeze  it  out  at  the  sides,  along  the  coasts  of  South  Africa  and  Brazil.  So,  too,  in  the  North  Indian 
Ocean,  the  cold  water  again  compelling  the  warm  to  escape  along  the  land  at  the  sides,  as  well  as 
occasionally  in  the  middle. 

In  the  North  Atlantic  and  North  Pacific,  on  the  contrary,  the  warm  water  appears  to  divide  the  cold, 
and  to  squeeze  it  out  along  the  land  at  the  sides.  The  impression  made  by  the  cold  current  from  Baffin's 
Bay,  upon  the  Gulf  Stream,  is  strikingly  beautiful. 

Why  is  it  that  these  polar  and  equatorial  waters  should  appear  now  to  divide  and  now  to  be  divided  ? 
The  Gulf  Stream  has  revealed  to  us  a  fact  in  which  the  answer  is  partly  involved.  We  learn  from  that 
stream  that  cold  and  warm  sea  waters  are,  in  a  measure  (§  143),  like  oil  and  vinegar;  that  is,  there  is 
among  the  particles  of  sea  water  at  high  temperatures  and  velocities,  and  among  the  particles  of  sea  water 
at  a  low  temperature,  a  peculiar  molecular  arrangement  that  is  antagonistic  to  the  free  mixing  up  of  cold 
and  hot  together.  At  any  rate,  that  salt  waters  of  different  temperatures  do  not  readily  intermingle  at  sea, 
is  obvious. 

Does  not  this  same  repugnance  exist,  at  least  in  degree,  between  these  bodies  of  cold  and  warm  water 
of  the  plate?  And  if  so,  does  not  the  phenomenon  we  are  considering  resolve  itself  into  a  question  of 
masses  or  momentum?  The  volume  of  warm  water  in  the  North  Atlantic  is  greater  than  the  volume  of 
cold  water  that  meets  and  opposes  it;  consequently,  the  warm  thrusts  the  cold  aside,  dividing  and 
compelling  it  to  go  round.  The  same  thing  is  repeated  in  the  North  Pacific,  whereas  the  converse  obtains 
in  the  South  Atlantic.  Here  the  great  polar  flow,  after  having  been  divided  by  the  American  continent, 
enters  the  Atlantic,  and,  filling  up  nearly  the  whole  of  the  immense  space  between  South  America  and 


THE  DRIFT  OF  THE   SEA.  173 

Africa,  seems  to  press  the  warm  waters  of  the  tropics  aside,  compelling  them  to  drift  along  the  coast  on 
either  hand. 

184.  Another  feature  of  the  sea,  expressed  by  this  plate,  is  a  sort  of  reflection  or  recast  of  the  shore- 
line in  the  temperature  of  the  water.  This  feature  is  particularly  striking  in  the  North  Pacific  and  Indian 
Ocean.  Since  this  plate  was  finished,  I  have  discovered  the  same  phenomenon  in  the  Gulf  Stream.  There 
is  a  slight  bending  of  its  northern  edge  as  it  passes  the  Nantucket  Shoals,  then  there  is  a  curve  upwards 
to  indicate  the  Bay  of  Fundy.  Again,  a  bending  to  the  south  as  it  passes  Nova  Scotia,  and  then  a  curve 
upwards  answering  to  the  St.  Lawrence,  and  then  another  sharp  turn  southward  to  avoid  the  Grand  Banks, 
after  which  its  northern  edge  shoots  off"  to  the  N.  E.,  for  the  Faroe  Islands.  The  curves  representing  the 
mean  limits  of  this  edge  for  60°  in  September,  and  50°  in  March,  being  traced  off  with  a  free  hand,  conform 
to  each  other  and  with  the  shore-line  in  the  most  beautiful  and  striking  manner. 

It  seems  curious  that  the  icebergs  should  all  make  for  this  great  bend  oif  the  Grand  Banks,  where  the 
Gulf  Stream  turns  sharply  to  the  N.  E.  The  prevailing  winds  are  westwardly,  and  would,  were  there  no 
counteracting  force,  drive  the  ice  to  the  east.  The  Gulf  Stream  would  help  them.  But  the  forces  of 
diurnal  rotation  which  are  obeyed  by  the  trade-winds,  and  which  are  felt  by  the  drift  wood  of  the  Missis- 
sippi, are  present  here  also  to  press  the  iceberg  west  and  force  it  down  into  this  Great  Bend.  The 
peninsula  of  cold  water  of  which  I  have  so  often  spoken  is  in  this  bend.  But  let  us  return  to  the  problems 
of  Plate  XIX.:  The  remarkable  intrusion  of  the  cool  into  the  volume  of  warm  waters  to  the  southward  of 
the  Aleutian  Islands,  is  not  unlike  that  which  the  cool  waters  from  Davis's  Straits  make  in  the  Atlantic 
upon  the  Gulf  Stream.  As  I  write,  I  receive  from  Captain  N.  B.  Grant  the  abstract  log  of  the  American 
ship  Lady  Arbella,  bound  from  Hamburg  to  New  York,  in  May,  1854.  In  sailing  through  this  "  horse- 
shoe," or  bend  in  the  Gulf  Stream  (§  178),  he  passed,  from  daylight  to  noon,  twenty-four  large  "bergs," 
besides  several  small  ones,  "  the  whole  ocean,  as  far  as  the  eye  could  reach,  being  literally  covered  with 
them."  "I  should,"  he  continues,  "judge  the  average  height  of  them  above  the  surface  of  the  sea  to  be 
about  sixty  feet ;  some  five  or  six  of  them  were  at  least  twice  that  height,  and,  with  their  frozen  peaks 
jutting  up  in  the  most  fantastic  shapes,  presented  a  truly  sublime  spectacle." 

185.  This  "horseshoe"  of  cold  in  the  warm  water  of  the  North  Pacific,  though  extending  five  degrees 
farther  toward  the  south,  cannot  be  the  harbor  for  such  icebergs.  The  cradle  of  those  of  the  Atlantic  was 
perhaps  in  the  Frozen  Ocean,  for  they  may  have  come  thence  through  Baffin's  Bay.  But,  in  the  Pacific, 
there  is  no  nursery  for  them.  The  water  in  Behring's  Strait  is  too  shallow  to  let  them  pass  from  that 
ocean  into  the  Pacific,  and  the  climates  of  Russian  America  do  not  favor  the  formation  of  large  bergs. 
But,  though  we  do  not  find  in  the  North  Pacific  the  physical  conditions  which  generate  icebergs  like  those 
of  the  Atlantic,  we  find  them  as  abundant  with  fogs.  The  line  of  separation  between  the  warm  and  cold 
water  assures  us  of  these  conditions. 

What  beautiful,  grand,  and  benign  ideas  do  we  see  expressed  in  that  immense  body  of  warm  waters 
wliicli  are  gathered  together  in  the  middle  of  the  Pacific  and  Indian  Oceans!  It  is  the  womb  of  the 
soa.     In  it,  coral  islands  innumerable  have  been  fashioned,  and  pearls  formed  in  "great  heaps;"  there, 


174  TUE  WIND  AND  CURRENT  CHARTS. 

multitudes  of  living  things,  countless  in  numbers  find  infinite  in  varietj^,  are  liourly  conceived.  With 
space  enough  to  hold  the  four  continents  and  to  spare,  its  tepid  waters  teem  with  nascent  organisms.  "It 
is  the  realm  of  reef-building  corals,  and  of  the  wondrously  beautiful  assemblage  of  animals,  vertebrate  and 
invertebrate,  that  live  among  them  or  prey  upon  them.  The  brightest  and  most  definite  arrangements  of 
color  are  here  displayed.  It  is  the  seat  of  maximum  development  of  the  majority  of  marine  genera.  It 
has  but  few  relations  of  identity  with  other  provinces.  The  Red  Sea  and  Persian  Gulf  are  its  offsets."* 
They  sometimes  swarm  so  thickly  there  that  they  change  the  color  of  the  sea,  making  it  crimson,  brown, 
black,  or  white,  according  to  their  own  hues.  These  patches  of  colored  water  sometimes  extend,  especially 
in  the  Indian  Ocean,  as  far  as  the  eye  can  reach.  The  question,  "  What  produces  them  ?"  is  one  that  has 
elicited  much  discussion  in  seafaring  circles.  The  Brussels  Conference  deemed  them  an  object  worthy  of 
attention,  and  recommended  special  observations  with  regard  to  them. 

The  discolorations  of  which  I  speak  are  no  doubt  caused  by  organisms  of  the  sea ;  but  whether  wholly 
animal  or  wholly  vegetable,  or  whether  sometimes  the  one  and  sometimes  the  other,  has  not  been  satisfac- 
torily ascertained.  I  have  had  specimens  of  the  coloring  matter  sent  to  me  from  the  pink-stained  patches 
of  the  sea.  They  were  animalculse  well  defined.  Quantities  of  slimy,  red  coloring  matter  are,  at  certain 
seasons  of  the  year,  washed  up  along  the  shores  of  the  Red  Sea,  which  Dr.  Ehrenberg,  after  an  examination 
under  the  microscope,  pronounces  to  be  a  very  delicate  kind  of  sea-weed :  from  this  matter  that  sea  derives 
its  name.  So  also  the  Yellow  Sea.  Along  the  coasts  of  China,  yellowish-colored  spots  are  said  not  to  be 
uncommon.  I  know  of  no  examination  of  this  coloring  matter,  however.  In  the  Pacific  Ocean,  I  have 
often  observed  these  discolorations  of  the  sea.  Red  patches  of  water  are  most  frequently  met  with,  but  I 
have  also  observed  white  or  milky  appearances,  which  at  night  I  have  known  greatly  to  alarm  navigators, 
they  taking  them  for  shoals. 

Capt.  AV.  E.  Kingman,  of  the  American  clipper  ship  the  Shooting  Star,  came  across  a  remarkable 
white  patch  in  lat.  8°  46'  S.,  long.  105°  30'  E.,  and  which,  in  a  letter  to  me,  he  thus  describes: — 

''Thursday,  July  27, 1854.— At  7h.  45m.  P.  M.,  my  attention  was  called  to  notice  the  color  of  the  water, 
which  was  rapidly  growing  white;  knowing  that  we  were  in  a  much  frequented  part  of  the  ocean,  and 
having  never  heard  of  such  an  appearance  being  observed  before  in  this  vicinity,  I  could  not  account  for 
it;  I  immediately  hove  the  ship  to  and  cast  the  lead;  had  no  bottom  at  sixty  fathoms ;  I  then  kept  on 
our  course,  tried  the  water  by  thermometer,  and  found  it  to  be  78  i°,  the  same  as  at  8  A.  M.  We  filled 
a  tub,  containing  some  60  gallons,  Avith  the  water,  and  found  that  it  was  filled  with  small  luminous 
particles,  which,  when  stirred,  presented  a  most  remarkable  appearance ;  the  whole  tub  seemed  to  be  alive 
with  worms  and  insects,  and  looked  like  a  grand  display  of  rockets  and  serpents,  seen  at  a  great  distance 
in  a  dark  night;  some  of  the  serpents  appeared  to  be  six  inches  in  length,  and  very  luminous;  we  caught, 
and  could  feel  them  in  our  hands;  and  they  would  emit  light  until  brought  within  a  few  feet  of  a  lamp. 


'  *  From  Professor  Forbes's  paper  on  the  "Distribution  of  Marine  Life."     Plate  31,  Jolinston's  Physical  Atlas,  2d  cd.     Wm. 
Blackwood  and  Sons,  Edinburgh  and  London,  1 854. 


TUK   DRIFT  OF  TUE   SEA.  ■  175 

when,  upon  looking  to  see  what  we  had,  behold  nothing  was  visible ;  but,  by  the  aid  of  a  Sextant's 
niao-nifier,  we  could  plainly  see  a  jelly-like  substance  without  color ;  at  last,  a  specimen  was  obtained  of 
about  two  inches  in  length,  and  plainly  visible  to  the  naked  eye ;  it  was  about  the  size  of  a  large  hair,  and 
tapered  at  the  ends ;  by  bringing  one  end  within  about  one-fourth  of  an  inch  of  a  lighted  lamp,  the  flame 
was  attracted  towards  it,  and  burned  with  a  red  light ;  the  substance  crisped  in  burning  something  like  a 
hair,  or  appeared  of  a  red  heat  before  being  consumed.  In  a  glass  of  the  water,  there  were  several  small, 
round  substances  (say  ^'g  of  an  inch  in  diameter),  which  had  the  power  of  expanding  to  more  than  twice 
their  ordinary  size,  and  then  contracting  again ;  when  expanded,  the  outer  rim  appeared  like  a  circular 
saw,  only  that  the  teeth  pointed  towards  the  centre. 

''  This  patch  of  white  water  was  about  twenty-three  miles  in  length,  north  and  south,  divided  near  its 
centre  by  an  irregular  strip  of  dark  water  half  a  mile  wide ;  its  east  and  west  extent  I  can  say  nothing 
about. 

"  I  have  seen  what  is  called  white  water  in  about  all  the  known  oceans  and  seas  in  the  world,  but 
nothing  that  would  compare  with  this  in  extent  or  whiteness.  Although  we  were  going  at  the  rate  of  nine 
knots,  the  ship  made  no  noise  either  at  the  bow  or  stern ;  the  whole  appearance  of  the  ocean  was  like  a 
plain  covered  with  snow ;  there  was  scarce  a  cloud  in  the  heavens,  yet  the  sky,  for  about  ten  degrees  above 
the  horizon,  appeared  as  black  as  if  a  storm  was  raging;  the  stars  of  the  first  magnitude  shone  with  a 
feeble  light,  and  the  "milky  way"  of  the  heavens  was  almost  entirely  eclipsed  by  that  through  which  we 
were  sailing.  The  scene  was  one  of  awfnl  grandeur,  the  sea  having  turned  to  phosphorus,  and  the  heavens 
being  hung  in  blackness,  and  the  stars  going  out,  seemed  to  indicate  that  all  nature  was  preparing  for  that 
last  grand  conflagration  which  we  are  taught  to  believe  is  to  annihilate  this  material  world. 

"  After  passing  through  the  patch,  we  noticed  that  the  sky,  for  four  or  five  degrees  above  the  horizon, 
was  considerably  illuminated,  something  like  a  faint  aurora  borealis;  wc  soon  passed  out  of  sight  of  the 
whole  concern,  and  had  a  fine  night,  without  any  conflagration  (except  of  midnight  oil  in  trying  to  find 
out  what  was  in  the  water).  I  send  you  this,  because  I  believe  you  request  your  corps  of  "  one  thousand 
assistants"  to  furnish  you  with  all  such  items,  and  I  trust  it  will  be  acceptable :  but,  as  for  its  furnishing 
you  with  much,  if  any  information  relative  to  the  insects  or  animals  that  inhabit  the  mighty  deep,  time 
will  only  tell ;  I  cannot  think  it  will." 

These  teeming  waters  bear  off  through  their  several  channels  the  surplus  heat  of  the  tropics,  and  dis- 
perse it  among  the  icebergs  of  the  Antarctic.  See  the  immense  equatorial  flow  to  the  east  of  New  Holland. 
It  is  bound  for  the  icy  barriers  of  that  unknown  sea,  there  to  temper  climates,  grow  cool,  and  return  again, 
refreshing  man  and  beast  by  the  way,  either  as  the  Humboldt  Current,  or  the  ice-bearing  current  which 
enters  the  Atlantic  around  Cape  Horn,  and  changes  into  warm  again  as  it  enters  the  Gulf  of  Guinea.  It 
was  owing  to  this  great  southern  flow  from  the  coral  regions  that  Captain  Eoss  was  enabled  to  penetrate  so 
much  further  south  than  Captain  Wilkes,  on  his  voyage  to  the  Antarctic,  and  it  is  upon  these  waters  that 
that  sea  is  to  be  penetrated,  if  ever.  The  North  Pacific,  except  in  the  narrow  passage  between  Asia  and 
America,  is  closed  to  the  escape  of  these  warm  waters  into  the  Arctic  Ocean.     The  only  outlet  for  them  is 


176  THE  WIND  AND  CURRENT  CHARTS. 

to  the  south.  They  go  down  toward  the  Antarctic  regions  to  dispense  their  heat  and  get  cool ;  and  the 
cold  of  the  Antarctic,  therefore,  it  may  be  inferred,  is  not  so  bitter  as  is  the  extreme  cold  of  the  Frozen 
Ocean  of  the  north. 

186.  The  warm  flow  to  the  south  from  the  middle  of  the  Indian  Ocean  is  remarkable.  Masters  who 
return  their  abstract  logs  to  me  mention  sea-weed,  which  I  suppose  to  be  brought  down  by  this  current, 
as  far  as  45°  south.  There  it  is  generally,  but  not  always,  about  five  degrees  warmer  than  the  ocean  along 
the  same  parallel  on  either  side. 

187.  But  the  most  unexpected  discovery  of  all  is  that  of  the  warm  flow  along  the  west  coast  of  South 
Africa,  its  junction  with  the  Lagullas  current,  called,  higher  up,  the  Mozambique,  and  then  their  starting 
off  as  one  stream  to  the  southward.  The  prevalent  opinion  used  to  be  that  the  Lagullas  current,  which 
has  its  genesis  in  the  Red  Sea  (§  144),  doubled  the  Cape  of  Good  Hope,  and  then  joined  the  great  equatorial 
current  of  the  Atlantic  to  feed  the  Gulf  Stream.  But  my  excellent  friend.  Lieutenant  Marin  Jansen,  of 
the  Dutch  Navy,  suggested  to  me,  a  few  months  ago,  that  this  was  probably  not  the  case.  This  induced  a 
special  investigation,  and  I  found  as  he  suggested,  and  as  is  represented  on  Plate  XIX.  Captain  N.  B. 
Grant,  in  the  admirably  well-kept  abstract  log  of  his  voyage  from  New  York  to  Australia,  found  this 
current  remarkably  developed.  He  was  astonished  at  the  temperature  of  its  waters,  and  did  not  know 
how  to  account  for  such  a  body  of  warm  water  in  such  a  place.  Being  in  longitude  14°  east  and  latitude 
39°  south,  he  thus  writes  in  his  abstract  log : — 

"That  there  is  a  current  setting  to  the  eastward  across  the  South  Atlantic  and  Indian  Oceans  is,  I 
believe,  admitted  by  all  navigators.  The  prevailing  westerly  winds  seem  to  offer  a  sufiBcient  reason  for 
the  existence  of  such  a  current,  and  the  almost  constant  southwest  swell  would  naturally  give  it  a  northerly 
direction.  But  why  the  water  should  be  imrmer  here  (38°  40'  south)  than  between  the  parallels  of  85° 
and  37°  south  is  a  problem  that,  in  my  mind,  admits  not  of  so  easy  solution,  especially  if  my  suspicions 
are  true  in  regard  to  the  northerly  set.  I  shall  look  with  much  interest  for  a  description  of  the  '  currents' 
in  this  part  of  the  ocean." 

188.  In  latitude  38°  south,  longitude  6°  east,  he  found  the  water  at  56°.  His  course  then  was  a  little 
to  the  south  of  east,  to  the  meridian  of  41°  east,  at  its  intersection  Avith  the  parallel  of  42°  south.  Here 
his  water  thermometer  stood  at  50°,  but  between  these  two  places  it  ranged  at  60°  and  upward,  being  as 
high  on  the  parallel  of  39°  as  73°.  Here,  therefore,  was  a  stream — a  mighty  "river  in  the  ocean" — one 
thousand  six  hundred  miles  across  from  east  to  west,  having  water  in  the  middle  of  it  23°  higher  than  at 
the  sides.  This  is  truly  a  Gulf  Stream  contrast.  "What  an  immense  escape  of  heat  from  the  Indian  Ocean, 
and  what  an  influx  of  warm  water  into  the  frozen  regions  of  the  south !  This  stream  is  not  always  as 
broad  nor  as  warm  as  Captain  Grant  found  it.  At  its  mean  stage,  it  conforms  more  nearly  to  the  limits 
assigned  it  in  the  diagram  (Plate  XIX.). 

189.  We  have,  in  the  volume  of  heated  water  reported  by  Captain  Grant,  who  is  a  close  and  accurate 
observer,  an  illustration  of  the  sort  of  spasmodic  efibrts — the  heaves  and  throes — which  the  sea,  in  the 
performance  of  its  ceaseless  task,  has  sometimes  to  make.     By  some  means,  the  equilibrium  of  its  waters, 


THE   DRIFT  OF  THE  SEA.  177 

at  tlie  time  of  Captain  Grant's  passage,  December— the  southern  summer — 1852,  appears  to  have  been 
disturbed  to  an  unusual  extent;  hence  this  mighty  rush  of  overheated  waters  from  the  great  inter -tropical 
caldron  of  the  two  oceans,  down  toward  the  south. 

Instances  of  commotion  in  the  sea  at  uncertain  intervals— the  making,  as  it  were,  of  efforts  by  fits  and 
starts  to  keep  up  to  time  in  the  performance  of  its  manifold  offices — are  not  unfrequent,  nor  are  they  inaptly 
likened  to  spasms.  The  sudden  disruption  of  the  ice  which  arctic  voyagers  tell  of,  the  immense  bergs 
which  occasionally  appear  in  groups  near  certain  latitudes,  the  variable  character  of  all  the  currents  of  the 
sea — now  fast,  now  slow,  now  running  this  way,  then  that — may  be  taken  as  so  many  signs  of  the 
tremendous  throes  which  occur  in  the  bosom  of  the  ocean.  Sometimes  the  sea  recedes  from  the  shore,  as 
if  to  gather  strength  for  a  great  rush  against  its  barriers,  as  it  did  when  it  fled  back  to  join  with  the  earth- 
quake and  overwhelm  Callao  in  1746,  and  again  Lisbon  nine  years  afterward.  The  tide-rips  in  mid-ocean, 
the  waves  dashing  against  the  shore,  the  ebb  and  flow  of  the  tides,  may  be  regarded,  in  some  sense,  as  the 
throbbings  of  the  great  sea  pulse. 

The  motions  of  the  Gulf  Stream  (§  143),  beating  time  for  the  ocean  and  telling  the  seasons  for  the 
wliales,  also  suggest  the  idea  of  a  pulse  in  the  sea,  which  may  assist  us  in  explaining  some  of  its  phenomena. 
At  one  beat,  there  is  a  rush  of  warm  water  from  the  equator  toward  the  poles;  at  the  next  beat,  a  flow  from 
the  poles  toward  the  equator.  This  sort  of  pulsation  is  heard  also  in  the  howHngs  of  the  storm  and  the 
whistling  of  the  wind;  the  needle  trembles  unceasingly  to  it,  and  tells  us  of  magnetic  storms  of  great 
violence,  which  at  times  extend  over  large  portions  of  the  earth's  surface ;  and  when  we  come  to  consult 
the  records  of  those  exquisitely  sensitive  anemometers,  which  the  science  and  ingenuity  of  the  age  have 
placed  at  the  service  of  philosophers,  we  find  there  that  the  pulse  of  the  atmosphere  is  never  still ;  in  what 
appears  to  us  the  most  perfect  calm,  the  recording  pens  are  moving  to  the  pulses  of  the  air. 

190.  Xow,  if  we  may  be  permitted  to  apply  to  the  Gulf  Stream  and  to  the  warm  flows  of  water  from 
the  Indian  Ocean  an  idea  suggested  by  the  functions  of  the  human  heart  in  the  circulation  of  the  blood,  we 
perceive  how  these  pulsations  of  the  great  sea-heart  may  perhaps  assist  in  giving  circulation  to  its  waters 
through  the  immense  system  of  aqueous  veins  and  arteries  that  run  between  the  equatorial  and  polar 
regions.  The  waters  of  the  Gulf  Stream,  moving  together  in  a  body  through  such  an  extent  of  ocean,  and 
being  almost  impenetrable  to  the  cold  waters  on  either  side — which  are,  indeed,  the  banks  of  this  mighty 
river — may  be  compared  to  a  wedge-shaped  cushion  placed  between  a  wall  of  waters  on  the  right  and  a 
wall  of  waters  on  the  left.  If  now  we  imagine  the  equilibrium  of  the  sea  to  be  disturbed  by  the  heating 
or  cooling  of  its  waters  to  the  right  or  the  left  of  this  stream,  or  the  freezing  or  thawing  of  them  in  any 
part,  or  if  we  imagine  the  disturbance  to  take  place  by  the  action  of  any  of  those  agencies  which  give  rise 
to  the  motions  which  we  have  called  the  pulsations  of  the  sea,  we  may  conceive  how  it  might  be  possible 
for  them  to  force  the  wall  of  waters  on  the  left  to  press  this  cushion  down  toward  the  south,  and  then  again 
for  the  wall  on  the  right  to  press  it  back  again  to  the  north,  as  (§  144)  we  have  seen  that  it  is. 

Now  the  Gulf  Stream,  with  its  head  in  the  Straits  of  Florida,  and  its  tail  in  the  midst  of  the  -ocean 
(§  173),  is  wedge-shaped;  its  waters  cling  together  (§  131),  and  are  pushed  to  and  fro— squeezed,  if  you 
23 


178  THE  WIND  AND  CURRENT  CHARTS. 

please— by  a  pressure  (§  143),  now  from  the  right,  then  from  the  left,  so  as  to  work  the  whole  wedge  along 
between  the  cold  liquid  walls  which  contain  it.  May  not  the  velocity  of  this  stream,  therefore,  be  in  some 
sort  the  result  of  this  working  and  twisting,  this  peristaltic  force  in  the  sea? 

In  carrying  out  the  views  suggested  by  the  idea  of  pulsations  in  the  sea,  and  their  effects  in  giving 
dynamical  force  to  the  circulation  of  its  waters,  attention  may  be  called  to  the  two  lobes  of  polar  waters 
that  stretch  up  from  the  south  into  the  Indian  Ocean,  and  which  are  separated  by  a  feeble  flow  of  tropical 
waters.  Icebergs  are  sometimes  met  with  in  these  polar  waters  as  high  up  as  the  parallel  of  the  fortieth 
degree  of  latitude.  Now,  considering  that  this  tropical  flow  in  mid-ocean  is  not  constant — that  many 
navigators  cross  the  path  assigned  to  it  in  the  plate  without  finding  their  thermometer  to  indicate  any 
increase  of  heat  in  the  sea ;  and  considering,  therefore,  that  any  unusual  flow  of  polar  waters,  any  sudden 
and  extensive  disruption  of  the  ice  there,  sufficient  to  cause  a  rush  of  waters  thence,  would  have  the  effect 
of  closing  for  the  time  this  mid-ocean  flow  of  tropical  waters,  we  are  entitled  to  infer  that  there  is  a  sort  of 
conflict,  at  times,  going  on  in  this  ocean  between  its  polar  and  equatorial  flows  of  water.  For  instance,  a 
rush  of  waters  takes  place  from  the  poles  toward  the  equator.  The  two  lobes  close,  cut  off"  the  equatorial 
flow  between  them,  and  crowd  the  Indian  Ocean  with  polar  waters.  They  press  out  the  overheated  waters; 
hence  the  great  equatorial  flow  encountered  by  Captain  Grant. 

Thus  this  opening  between  the  cold-water  lobes  appears  to  hold  to  the  chambers  of  the  Indian  Ocean, 
with  their  heated  waters,  the  relations  which  the  valves  and  the  ventricles  of  the  human  heart  hold  to  the 
circulation  of  the  blood.  The  closing  of  these  lobes  at  certain  times  prevents  regurgitation  of  the  warm 
waters,  and  compels  them  to  pass  through  their  appointed  channels. 

From  this  point  of  view,  how  many  new  beauties  do  now  begin  to  present  themselves  in  the 
machinery  of  the  ocean !  its  great  heart  not  only  beating  time  to  the  seasons,  but  palpitating  also  to  the 
winds  and  the  rains,  to  the  cloud  and  the  sunshine,  to  day  and  night  (§  174).  Few  persons  have  ever 
taken  the  trouble  to  compute  how  much  the  fall  of  a  single  inch  of  rain  over  an  extensive  region  in  the 
sea,  or  how  much  the  change  even  of  two  or  tliree  degrees  of  temperature  over  a  few  thousand  square 
miles  of  its  surface,  tends  to  disturb  its  equilibrium,  and  consequently  to  cause  an  aqueous  palpitation 
that  is  felt  from  the  equator  to  the  poles.  Let  us  illustrate  by  an  example:  The  surface  of  the  Atlantic 
Ocean  covers  an  area  of  about  twenty-five  millions  of  square  miles.  Now,  let  us  take  one-fifth  of  this 
area,  and  suppose  a  fall  of  rain  one  inch  deep  to  take  place  over  it.  This  rain  would  weigh  three  hundred 
and  sixty  thousand  millions  of  tons ;  and  the  salt  which,  as  water,  it  held  in  solution  in  the  sea,  and  which, 
when  that  water  was  taken  up  as  vapor,  was  left  behind  to  disturb  equilibrium,  weighed  sixteen  millions 
more  of  tons,  or  nearly  twice  as  much  as  all  the  ships  in  the  world  could  carry  at  a  cargo  each.  It  might 
fall  in  an  hour,  or  it  might  fall  in  a  day ;  but,  occupy  what  time  it  might  in  falling,  this  rain  is  calculated  to 
exert  so  much  force — which  is  inconceivably  great — in  disturbing  the  equilibrium  of  the  ocean.  If  all  the 
water  discharged  by  the  Mississippi  Eiver  during  the  year  were  taken  up  in  one  mighty  measure,  and 
cast  into  the  ocean  at  oue  effort,  it  would  not  make  a  greater  disturbance  in  the  equilibrium  of  the  sea 
than  would  the  fall  of  rain  supposed.     Now  this  is  for  but  one-fifth  of  the  Atlantic,  and  the  area  of  the 


THE   DRIFT   OF  THE   SEA.  179 

Atlantic  is  about  one-fifth  of  the  sea-area  of  the  world ;  and  the  estimated  fall  of  rain  was  but  one  inch, 
whereas  the  average  for  the  year  is  (§  35)  sixty  inches  ;  but  we  will  assume  it,  for  the  sea,  to  be  no  more 
than  thirty  inches.  In  the  aggregate,  and  on  an  average,  then,  such  a  disturbance  in  the  equilibrium  of  the 
whole  ocean  as  is  here  supposed  occurs  seven  hundred  and  fifty  times  a  year,  or  at  the  rate  of  once  in 
twelve  hours.  Moreover,  when  it  is  recollected  that  these  rains  take  place  now  here,  now  there;  that  the 
vapor  of  which  they  were  formed  was  taken  up  at  still  other  places,  we  shall  be  enabled  to  appreciate 
the  better  the  force  and  the  effect  of  these  pulsations  in  the  sea. 

191.  Between  the  hottest  hour  of  the  day  and  the  coldest  hour  of  the  night,  there  is  frequently  a 
change  of  four  degrees  in  the  temperature  of  the  sea.*  Let  us,  therefore,  to  appreciate  the  throbbings  of 
the  sea-heart,  which  take  place  in  consequence  of  the  diurnal  changes  in  its  temperature,  call  in  the 
sunshine,  the  cloud  without  rain,  with  day  and  night,  and  their  heating  and  radiating  processes.  And,  to 
make  the  case  as  strong  as,  to  be  true  to  nature,  we  may,  let  us  again  select  one-fifth  of  the  Atlantic  Ocean 
for  the  scene  of  operation.  The  day  over  it  is  clear,  and  the  sun  pours  down  his  rays  with  their  greatest 
intensity,  and  raises  the  temperature  two  degrees.  At  night  the  clouds  interpose,  and  prevent  radiation 
from  this  fifth,  whereas  the  remaining  four-fifths,  which  are  supposed  to  have  been  screened  by  clouds,  so 
as  to  cut  off  the  heat  from  the  sun  during  the  day,  are  now  looking  up  to  the  stars  in  a  cloudless  sky,  and 
serve  to  lower  the  temperature  of  the  surface  waters,  by  radiation,  two  degrees.  Here,  then,  is  a 
difference  of  four  degrees,  which  we  will  suppose  extends  only  ten  feet  below  the  surface.  The  total  and 
absolute  change  made  in  such  a  mass  of  sea  water,  by  altering  its  temperature  four  degrees,  is  equivalent 
to  a  change  it  its  volume  of  three  hundred  and  ninety  thousand  millions  of  cubic  feet. 

192.  Do  not  the  clouds,  night  and  day,  now  present  themselves  to  us  in  a  new  light?  They  are  cogs, 
and  rachets,  and  wheels  in  that  grand  and  exquisite  machinery  which  governs  the  sea,  and  which,  amid  all 
the  jarrings  of  the  elements,  preserves  in  harmony  the  exquisite  adaptations  of  the  ocean. 

193.  It  seems  to  be  a  physical  law,  that  cold-water  fish  are  more  edible  than  those  of  warm  water. 
Bearing  this  fact  in  mind,  as  we  study  Plate  XIX.,  we  see  at  a  glance  the  places  which  are  most  favored 
with  good  fish  markets.  Both  shores  of  North  America,  the  east  coast  of  China,  with  the  west  coasts  of 
Europe  and  South  America,  are  all  washed  by  cold  waters,  and  therefore  we  may  infer  that  their  markets 
abound  with  the  most  excellent  fish.  The  fisheries  of  Newfoundland  and  New  England,  over  which 
nations  have  wrangled  for  centuries,  are  in  the  cold  water  from  Davis's  Strait.  The  fisheries  of  Japan  and 
Eastern  China,  which  almost,  if  not  quite,  rival  these,  are  situated  also  in  the  cold  water. 

Neither  India  nor  the  east  coasts  of  Africa  and  South  America,  where  the  warm  waters  are,  are 
celebrated  for  their  fish. 

Three  thousand  American  vessels,  it  is  said,  are  engaged  in  the  fisheries.  If  to  these  we  add  the 
Dutch,  French,  and  English,  we  shall  have  a  grand  total,  perhaps  of  not  less  than  six  or  eight  thousand,  of 
all  sizes  and  flags,  engaged  in  this  one  pursuit.    Of  all  the  industrial  pursuits  of  the  sea,  however,  the 


*    FiWf  Admiral  Smyth's  Memoir  of  the  Mcditerrnneiin,  p.  126. 


180  THK  WIND  AND  CURRENT  CHARTS. 

whale  fishery  is  the  most  valuable.  Wherefore,  in  treating  of  the  physical  geography  of  the  sea,  a  map 
for  the  whales  would  be  useful. 

The  sperm  whale  is  a  warm-water  fish.  The  right  whale  delights  in  cold  water.  An  immense 
number  of  log-books  of  whalers  have  been  discussed  at  the  National  Observatory,  with  the  view  of 
detecting  the  parts  of  the  ocean  in  which  the  whales  are  to  be  found  at  the  different  seasons  of  the  year. 
Charts  showing  the  result  have  been  published;  they  belong  to  the  series  of  Wind  and  Current  Charts. 

In  the  course  of  these  investigations,  the  discovery  was  made  that  the  torrid  zone  is  to  the  right 
whale  as  a  sea  of  fire,  through  which  he  cannot  pass ;  that  the  right  whale  of  the  northern  hemisphere  and 
that  of  the  southern  are  two  different  animals ;  and  that  the  sperm  whale  has  never  been  known  to  double 
the  Cape  of  Good  Hope — he  doubles  Cape  Horn. 

With  these  remarks,  and  the  explanations  given  on  Plate  XIX.,  the  parts  of  the  ocean  to  which  the 
right  whale  most  resorts,  and  the  parts  in  which  the  sperm  are  found,  may  be  seen  at  a  glance. 


MARITIME  COJSTFEREXCE  HELD  AT  BRUSSELS, 

FOR 

DEVISING  A  UNIFORM  SYSTEM  OF  METEOROLOGICAL  OBSERVATIONS  AT  SEA ; 

AUGUST    AND    SEPTEMBER,  1853. 


THE  GOVERNMENTS  REPRESENTED  AT  THE  CONFERENCE,  AND  THE  NAMES  OF  THE  OFFICERS  WHO  ATTENDED, 

WERE:— 

Belgium — by  A.  Quetelet,  directeur  de  I'Observatoire  royal,  secretaire  perp<?tuel  de  I'Acaddmie  royale 
des  sciences,  des  lettres,  et  des  beaux-arts  de  Belgique; — and  Victor  Lahuee,  capitaine  de  vaisseau, 
directeur  gdndral  de  la  marine; 

Denmark — by  P.  Kotiie,  Captain-Lieutenant  Eoyal  Navy,  Director  of  the  Depot  of  Marine  Charts; 

France — by  A.  Delamarche,  Ing^nieur  hydrographe  de  la  marine  imp^riale ; 

Great  Britain — by  F.  W.  Beechey,  Captain  Royal  Navy,  F.R.S.,  etc..  Member  of  the  Naval  Department 
of  the  Board  of  Trade; — and  Henry  James,  Captain  Royal  Engineers,  F.R.S.,  M.R.I.A.,  F.G.S.,  etc; 

Netherlands — by  M.  H.  Jansen,  Lieutenant  Royal  Navy; 

Norway — by  Nils  Ihlen,  Lieutenant  Royal  Navy ; 

Portugal — by  J.  de  Mattos  Correa,  Captain-Lieutenant  Royal  Navy; 

Russia — by  Alexis  Gorkovenko,  Captain-Lieutenant  Imperial  Navy; 

Sweden — by  Carl  Anton  Petteesson,  First  Lieutenant  Royal  Navy ; 

United  States — by  M.  F.  Maury,  LL.D.,  Lieutenant  United  States  Navy. 

The  sixth  edition  of  this  work  contained  a  copy  of  the  proceedings  of  this  Conference.     I  therefore 

content  myself  with  an  epitome,  giving  for  this  edition  the  results  only. 


THE  CONFERENCE. 


The  proceedings  of  the  first  meeting  commenced  at  the  residence  of  the  Minister  of  the  Interior,  on 
the  23d  of  August,  1853,  at  half-past  eleven  in  the  morning.  Present:  MM.  Delamarche,  Hydrographical 
Engineer  of  the  Imperial  French  Navy ;  De  Mattos  Correa,  J.,  Captain-Lieutenant  of  the  Royal  Portuguese 
Navy;  Gorkovenko,  Captain-Lieutenant  of  the  Imperial  Russian  Navy;   Ihlen,  Lieutenant  of  the  Royal 


182  THE  WIND  AND  CURRENT  CHARTS. 

Norwegian  Navy ;  Jansen,  Lieutenant  (of  first  class)  of  the  Eoyal  Dutcli  Navy ;  Lahure,  Captain  and 
Director-General  of  the  Belgian  Navy ;  Maury,  Lieutenant  of  the  Navy  of  the  United  States  and  Director 
of  the  Observatory  at  Washington;  Pettersson  (C.  A.),  Lieutenant  of  the  Royal  Swedish  Navy;  Quetelet, 
Director  of  the  Observatory  at  Brussels. 

The  attention  of  the  meeting  was  first  directed  to  the  choice  of  a  president.  Lieutenant  Maury  was 
requested  to  direct  the  proceedings,  but  he  declined  the  honor;  and,  at  his  suggestion,  in  which  other 
members  of  the  meeting  concurred,  Mr.  Quetelet  took  the  chair. 

The  President  submitted  to  the  meeting  the  propriety  of  publishing  the  discussions  of  the  Conference; 
expressing,  as  his  own  opinion,  that  publicity  was  one  of  the  best  methods  of  insuring  the  success  of  their 
undertaking;  remarking,  at  the  same  time,  that,  independently  of  the  information  which  would  be  conveyed 
to  the  public  through  the  medium  of  the  press,  the  minutes  of  each  sitting  and  the  scientific  report  of  the 
Conference  would  thus  be  preserved. 

Lieutenants  Jansen  and  Maury  seconded  this  motion. 

Captain-Lieutenant  Gorkovenko  also  expressed  himself  in  favor  of  publicity.  He  announced  to  the 
meeting  that  he  had  just  been  informed  that  Captain  Beechey,  appointed  by  the  English  Government  to 
take  part  in  the  proceedings  of  the  Conference,  would  arrive  at  Brussels  in  the  course  of  the  evening. 

The  President  next  called  on  Lieutenant   Maury  to  explain  to  the  meeting  the  object  of  his  mission. 

Mr.  Maury  spoke  as  follows : — 

"Gentlemen:  The  proposal,  which  induced  the  American  Government  to  invite  the  present  meeting, 
originated  with  thg  English  Government,  and  arose  from  the  communication  of  a  project  prepared  bj 
Captain  Henry  James,  of  the  corps  of  Royal  Engineers,  by  order  of  General  Sir  John  Burgoyne,  Inspector- 
General  of  Fortifications,  in  which  the  United  States  Government  was  invited  to  co-operate. 

"Nineteen  stations  had  been  formed  by  the  English  authorities  upon  a  uniform  system,  and  the 
direction  of  the  observations  confided  to  the  immediate  supervision  of  the  officers  in  command  of  the 
respective  stations. 

"In  the  United  States,  meteorological  observations  had  been  made  since  the  year  1816. 

"  The  American  Government  sympathized  with  the  proposal  of  the  English  Government,  but  said : 
Include  the  sea,  and  make  the  plan  universal,  and  we  will  go  for  it.  I  was  then  directed  to  place  myself 
in  communication  with  the  ship-owners  and  commanders  of  the  navy  and  mercantile  marine,  in  furtherance 
of  the  plan. 

"  It  is  from  the  information  extracted  from  more  than  a  thousand  logs  that  I  have  been  able  to 
prepare  the  Charts  which  have  been  published  up  to  this  time,  showing  the  sailing-routes  and  the  direction 
of  the  winds  and  currents. 

"  With  a  view,  however,  of  extending  still  further  these  nautical  observations,  the  Government  of  the 
United  States  decided  upon  bringing  the  subject  under  the  consideration  of  every  maritime  nation,  with 
the  hope  of  inducing  nil  to  adopt  a  uniform  model  of  log-book. 


MARITIME   CONFEKKNCE   AT  BRUSSELS.  183 

"In  order  to  place  the  captains  navigating  under  a  foreign  flag  in  a  position  to  co-operate  in  this 
undertaking,  Mr.  Dobbin,  Secretary  of  the  Marine  Department  at  Washington,  has  instructed  me  to  make 
known  that  the  mercantile  marine  of  all  friendly  powers  may,  with  respect  to  the  Charts  of  the  Winds 
and  Currents,  be  placed  on  the  same  footing  as  those  of  the  American  Marine;  that  is  to  say,  that  every 
captain,  without  distinction  of  flag,  who  will  engage  to  keep  his  log  during  the  voyage  upon  a  plan  laid 
down,  and  afterwards  communicate  the  same  to  the  American  Government,  shall  receive,  gratis,  the 
Sailing  Directions  and  the  Charts  published. 

"It  has  consequently  been  suggested  to  the  captains,  that  they  should  provide  themselves  with,  at 
least,  one  good  chronometer,  one  good  sextant,  two  good  compasses,  one  marine  barometer,  and  three 
thermometers  for  air  and  water.  I  make  use  of  the  expression  at  least,  because  the  above  is  the  smallest 
number  of  instruments  with  which  a  captain  can  fulfil  the  engagements  he  contracts  upon  receiving 
the  Charts. 

"Foreign  flags  will  thus  enjoy  the  advantage  of  profiting  at  once  by  all  the  information  collected  up 
to  this  time. 

"You  will  not  fail  to  observe,  gentlemen,  that  the  observations  made  on  board  of  merchant  vessels, 
with  instruments  frequently  inexact,  are  not  to  be  relied  upon  in  the  same  degree  as  those  made  where  the 
instruments  are  more  numerous  and  more  delicate,  and  the  observers  more  in  the  habit  of  observing. 

"The  former,  however,  from  the  fact  of  their  being  more  numerous,  give  an  average  result,  which 
may  be  consulted  with  advantage ;  but  the  observations  made  on  board  the  ships  of  the  navy,  although 
fewer  in  number,  are  evidently  superior  in  point  of  precision. 

"The  object  of  our  meeting,  then,  gentlemen,  is  to  agree  upon  a  uniform  mode  of  ipaking  nautical  and 
meteorological  observations  on  board  vessels  of  war.  I  am  already  indebted  to  the  kindness  of  one  of  the 
members  present.  Lieutenant  Jansen,  of  the  Dutch  Navy,  for  the  extract  of  a  log  kept  on  board  a  Dutch  ship 
of  war,  and  which  may  be  quoted  as  an  example  of  what  may  be  expected  from  skilful  and  carefully  con- 
ducted observations.  In  order  to  regulate  the  distribution  of  the  Charts,  which  the  American  Government 
offers  gratuitously  to  captains,  it  would  in  my  opinion  be  desirable  that,  in  each  country,  a  person  should 
be  appointed  by  the  government,  to  collect  and  classify  the  abstracts  of  the  logs,  of  which  I  have  spoken, 
through  whom  also  the  Charts  should  be  supplied  to  the  parties  desirous  of  obtaining  them." 

The  President : — 

"Gentlemen:  I  think  I  shall  be  anticipating  the  wishes  of  the  members  of  this  meeting,  by  propos- 
ing to  them  to  pass,  in  the  first  place,  a  vote  of  thanks  to  Mr.  Maury,  and  to  record  our  gratitude  for  the 
enlightened  zeal  and  earnestness  he  has  displayed  in  the  important  and  useful  work  which  forms  the 
subject  of  our  deliberations." 

All  the  members  in  turn  intimated  their  entire  concurrence  in  the  proposal  made  by  the  President,  to 


184  THE  WIND  AND  CURRENT  CHARTS. 

express  to  Mr.  Maury  their  admiration  and  their  gratitude  for  the  eminent  services  which  he  has  already- 
rendered,  and  is  still  endeavoring  to  render  to  the  science  of  navigation. 


COLUMNS  PROPOSED  BY  THE  CONFERENCE  FOR  THE  ABSTRACT  LOG. 

Date. — Mr.  Beechey  proposed  to  indicate  the  months  by  Eoman  figures,  I.  to  XII.,  beginning  with 
the  month  of  January. 

Mr.  Gorkovenko  remarked  that  Eussia  did  not  reckon  dates  according  to  the  Gregorian  calendar ; 
nevertheless,  as  the  object  of  the  meeting  was  to  arrive  as  nearly  as  possible  at  uniformity,  he  thought 
there  would  be  no  difficulty  in  adopting  this  calendar  for  meteorological  observations. 

It  was  resolved  by  the  Conference  that : — 

"The  time  given  in  the  abstract  log  should  be  civil  time,  but  if  not,  mention  the  time  which  is  given. 
Instead  of  writing  the  names  of  the  months  at  length,  denote  them  by  Roman  figures.  Thus,  for  January 
I.,  for  December  XII." 

Hours. — "  The  Maritime  Conference  recommends  the  adoption  of  the  hours  inserted  in  the  second 
column,  namely:  four  in  the  morning,  noon,  and  eight  in  the  evening,  for  making  observations  to  be 
recorded  in  the  first  seven  columns." 

Latitude  and  Longitude. — "  The  latitude  and  longitude  should  be  observed  frequently  at  sea,  espe- 
cially at  the  hours  indicated  in  the  second  column,  and  the  result  recorded  in  the  log  at  the  hour  nearest  to 
those  at  which  the  observations  are  made,  so  as  to  determine  as  exactly  as  possible  the  position  of  the  ship 
at  those  times.  It  will  be  more  especially  necessary  to  make  these  observations,  when  the  ship  is  about  to 
enter  or  cross  any  of  the  great  currents  or  streams  of  the  ocean  (see  Currents)^ 

If  the  longitude  be  determined  by  lunar  distances,  note  it  in  the  column  with  its  proper  sign.  ©C  ; 
if  by  chronometer,  employ  one  of  the  following  signs  O  or  *. 

Position  by  dead  reckoning  should  be  deduced  from  the  position  by  the  last  observations. 

Currents. — "On  ordinary  occasions,  the  current  is  to  be  determined  at  noon  on  each  day,  by  the 
difference  between  the  position  of  the  ship  as  found  by  observation  and  by  dead  reckoning,  and  the  direction 
and  rate  given  for  the  24  hours ;  but  where  the  ship  is  expected  to  pass  through  any  of  the  great  currents 
of  the  ocean,  or  when  any  change  is  anticipated,  the  position  of  the  ship  is  to  be  frequently  determined  by 
observations,  and  the  current  computed  for  the  intervals." 

Magnetic  Variation  observed. — "  Enter  with  the  proper  sign  the  variation  ascertained,  whether  by 
azimuth  or  by  amplitude." 

"The  variation  entered  should  be  what  it  would  have  been,  if,  at  the  time  the  observation  was  made, 
the  ship  had  been  in  such  a  position  that  the  local  deviation  would  have  been  0.  In  other  words,  the 
variation  entered  should  be  corrected  for  local  deviation." 

"  The  variation  should  be  entered  in  degrees  and  minutes." 


MAKITIME  CONfERENCK  AT  BBUSSELS.  185 

rft  "  When  the  variation  is  observed  by  the  moon  or  a  star,  make  after  it  the  sign  of  C  or  *." 
"  It  is  desirable  that  every  ship  co-operating  in  this  system  of  observations,  should  have  a  standard 
compass  on  board,  by  which  all  the  observations  for  variations  should  be  made,  and  to  which  a  fixed  place 
should  be  assigned." 
"  In  the  selection  of  a  spot  for  the  standard  compass,  or  of  any  compass  intended  to  be  used  in  making 
observations  on  the  variation,  care  should  be  taken  to  select  a  position  for  the  compass,  when  it  is  to  be 
used  for  observation,  in  that  part  of  the  ship,  or  as  near  as  possible,  which  is  most  free  from  the  effects  of 
local  deviation,  and  that  it  always  stand  in  the  same  place." 

"  When  no  observation  has  been  obtained,  the  variation  which  has  been  used  is  to  be  inserted  in 
the  variation  column,  with  an  asterisk,  the  quantity  having  been  corrected  for  the  local  attraction  of  the 
vessel." 

Direction  of  the  Wind.— The  direction  of  the  wind  is  the  magnetic  direction,  with  due  allowance 
for  appearances  caused  by  the  motion  of  the  vessel.  It  is  the  direction  of  the  wind  which  has  prevailed 
for  the  last  eight  hours.    It  should  be  expressed  to  the  nearest  point  of  the  compass. 

Force  of  the  Wind. — The  force  of  the  wind  should  be  expressed  in  figures.  The  nomenclature  of 
Admiral  Beaufort  was  adopted. 

In  case  of  a  squall,  after  the  figure  indicating  the  force  of  the  prevailing  wind,  that  of  the  squall  to  be 
entered  in  a  parenthesis. 

Form  and  Direction  of  the  Clouds. — "  Howard's  nomenclature  for  the  form  of  the  clouds  was 
adopted." 

"  When,  at  the  same  time,  there  are  two  currents,  an  upper  and  a  lower  current,  they  are  to  be  entered 
one  above  the  other,  separated  by  a  line." 

Proportion  of  Sky  CLEAn.—"The  prqportim  of  sky  clear  to  be  expressed  by  figures  from  0  to  10,  the 
figures  indicating  the  extent  of  sky  clear." 

Hours  of  Eain.— "  The  hours  of  fog,  rain,  snow,  and  hail,  are  to  be  indicated  by  a  letter  for  each  of 
these  elements,  viz :  A  fog,  B  rain,  C  snow,  and  D  hail." 

Barometer.—"  It  will  be  necessary  to  place  at  the  commencement  of  the  log-book  the  corrections  of 
the  barometer,  or  the  date  for  making  these  corrections,  specifying  the  place  where  the  comparison  has 

been  made." 

Thermometer.— "If  it  rains  at  the  time  of  observing  the  psychrometer,  the  letter  D  to  be  placed  by 

the  side  of  observation." 

Hours.— The  President  expressed  the  opinion  that,  in  order  to  ascertain  at  sea  the  diurnal  variation 
of  the  meteorological  instruments,  it  would  be  convenient  to  adopt  the  project  of  bi-hourly  observations, 
proposed  by  the  Eoyal  Society  of  London,  or  at  least  the  project  of  tri-hourly  observations,  suggested  by 
Captain  Beechey.  The  first  project,  more  rigorous,  would  have  the  advantage  to  come  in  the  plan  of  the 
observations  already  adopted  on  land,  and  to  be  more  convenient  for  the  division  of  time  in  the  service 
at  sea.  , 

24 


186  THE  WIND  AND  CUKKENT  CHARTS. 

After  a  discussion  ou  the  matter,  the  following  instruction  was  adopted. 

Column  2. — "  In  this  column  shall  be  placed  the  following  hours,  viz :  4  A.  M.,  noon,  and  8  P.  M., 
when  all  the  observations  shall  be  made  and  written  upon  the  lines  on  which  those  numbers  stand,  for  the 
columns  3,  3',  4,  4',  5,  6,  7,  8,  9,  10,  11,  11',  12,  12',  and  13.— The  observations  of  the  13',  14,  and  14' 
columns  should  be  made,  at  least  once  a  day.  The  observations  for  the  columns  7,  7',  11,  11',  12,  every 
two  hours,  if  practicable ;  and  if  not,  then  at  9  A.  M,  and  3  P.  M. 

"But  with  reference  to  the  columns  3',  4',  and  6,  it  will  be  sufficient  that  the  entries  in  these  columns 
be  made  at  noon  on  each  day,  except  on  such  occasions  as  it  may  be  desirable  to  detect  the  limits  of  any  of 
the  great  currents  of  the  ocean,  or  of  the  trade  or  other  periodical  wind,  when  a  more  frequent  entry 
should  be  made,  and  the  ship's  place  determined,  at  least  at  each  of  the  hours  specified  in  Column  2." 

Mr.  Grorkovenko.  "  Being  perfectly  convinced  for  myself  of  the  great  importance,  both  to  science  and 
navigation,  of  frequent  observations,  such  as  are  comprised  in  the  columns  of  our  table,  being  made  at  sea, 
I  ask  permission  to  put  a  question  with  a  view  of  eliciting  the  opinion  of  the  Committee,  viz :  To  what 
extent  can  the  Navy  comply  with  these  requirements,  and  are  they  of  opinion  that  the  officers  on  board, 
having  other  duties  to  attend  to,  will  be  able  to  devote  sufficient  time  to  making  the  entire  range  of 
observations  with  the  precision  required  ?  For  it  is  to  the  Navy  we  must  look  more  for  correct  than  for 
numerous  observations." 

Mr.  Maury.  "  I  believe  it  is  not  only  possible  but  very  practicable  and  very  easy.  I  think  these 
observations  may  be  made  with  perfect  convenience,  and  with  great  benefit  to  science  and  navigation,  by 
all  ships  of  war  that  are  provided  with  the  instruments  necessary  for  safe  and  proper  navigation,  more 
particularly  as  the  whole  of  these  observations  are  not  to  be  made  in  person  by  the  officer  of  the  watch.  As 
a  general  rule,  he  will  appoint  one  of  his  subordinates  whom  he  may  consider  qualified  for  that  purpose. 
In  the  United  States  Navy,  these  observations  are  obtained  without  difficulty." 

Captain  James  observed  that  in  the  trigonometrical  survey  of  Great  Britain,  non-commissioned  officers 
and  privates  of  the  royal  sappers  and  miners  were  employed  in  making  the  observations  necessary  in 
determining  the  latitude  and  longitude  of  the  trigonometrical  stations,  and  the  distances  between  them ; 
that  they  used  for  these  purposes  the  most  expensive  and  delicate  instruments,  and  that  the  officers  super- 
intending the  operation  of  the  survey  had  as  much  ^confidence  in  the  observations  made  by  them,  as  they 
had  in  the  observations  taken  by  the  officers  themselves ;  and  consequently,  he  was  of  opinion  that  the 
meteorological  observations  which  were  considered  necessary  by  the  Conference,  might,  under  the  super- 
intendence of  the  officers  of  the  ship,  be  confided  to  steady  persons  acting  under  their  ordets. 

Temperature  of  the  "Water  at  the  Surface. — "  There  is  a  convenient  method,  which  consists  in 
hauling  the  water  up,  in  a  clean  wooden  bucket,  and  placing  it  in  the  shade ;  and,  after  the  thermometer 
has  remained  in  the  bucket  for  two  or  three  minutes,  the  thermometer  should  be  read,  the  bulb  remaining 
immersed  until  the  observation  is  completed." 

"  Besides  the  stated  periods,  occasional  observations,  made  in  the  same  manner,  should  be  entered 
under  the  head  of  Eemarks,  whenever,  for  any  reasons,  such  as  changes  in  the  color  of  the  water,  vicinity 


MARITIME   CONFERENCE  AT   BRUSSELS.  187 

m 

^B    of  ice,  shoals,  etc.,  approaches  to  the  Gulf  Stream,  the  mouth  of  large  rivers,  or  other  currents,  the  tem- 

^H    perature  of  the  water  be  tried." 

^H  "  The  temperature  of  the  water  should  also  be  tried  during  thunder-storms,  and  the  heavy  display  of 

^H    electrical  phenomena." 

^H  "  The  water  for  surface  temperature  should  be  drawn  from  the  quarter  boats,  in  order  to  get  it  as  far 

^^    from  the  ship's  side  as  possible." 

Temperature  of  the  Water  at  certain  Depths. — "The  temperature  Lelow  the  surface  of  the 
water  to  be  tried,  may  be  taken  from  any  depth  that  may  to  the  observer  seem  good,  stating  in  the  column 
the  temperature  as  a  fraction,  with  the  depth  as  the  denominator :  thus,  205  fathoms"  [i.  e.  temperature  at 
200  fathoms,  40°]. 

"A  hollow  cylinder  of  wood,  eighteen  inches  long,  about  6  inches  in  diameter,  with  a  valve  near 
each  end  opening  upwards,  will  be  found,  when  attached  to  the  deep-sea  lead,  convenient  for  bringing  up 
the  water  from  moderate  depths," 

"  It  is  desirable  frequently  to  try  the  temperature  of  the  water  at  the  depths  of  the  ship's  cock  below 
the  surface ;  before  catching  the  water  in  the  bucket,  let  it  run  freely  for  ten  minutes,  then  put  the  bucket 
under,  and,  when  full,  let  the  thermometer  stand  before  reading,  as  in  the  case  of  the  surface  water." 

"Though  it  is  important  to  have  these  observations  as  to  temperature  made  in  all  parts  of  the  ocean, 
yet  there  are  parts  in  which  the  difference  of  temperature  between  the  water  at  and  below  the  surface 
possesses  a  peculiar  interest ;  these  parts  are  in  the  trade- wind  regions  generally,  in  the  Indian  Ocean, 
Indian  Archipelago,  and  off  the  Cape  of  Good  Hope,  especially  in  and  near  Lagulla's  Current,  near  the 
mouth  of  large  rivers,  and  in  the  arctic  and  antarctic  regions." 

Specific  Gravity  of  "Water. — "The  specific  gravity,  whether  of  water  at  or  below  the  surface, 
should  be  given  without  any  correction,  except  such  as  the  instrument  used  may  involve ;  the  object  of 
these  two  columns  being  to  ascertain  the  specific  gravity  of  sea  water  as  it  actually  exists,  the  temperature 
of  the  water  at  the  moment  of  making  the  observation  should  be  noted." 

"A  variety  of  instruments  will  probably  be  used  for  the  purpose  of  filling  this  column  (specific 
gravity);  it  is  therefore  deemed  advisable  to  have  the  description  of  the  use  of  the  specific-gravity 
instrument  at  the  office  from  which  each  Navy  may  be  supplied." 

"It  may  be  permitted,  however,  to  express  the  hope  that  whatever  be  the  instrument  used,  a  uniform 
scale  will  be  adopted  for  all ;  that  is,  that  the  specific  gravity  of  pure  distilled  water  will  be  adopted  as  the 
unity,  and  that  the  specific  gravity  of  sea  water  will  be  expressed  in  decimals." 

"  It  will  be  desirable  to  know  whether  the  vessel  on  board  of  which  the  observations  were  made  was 
a  steamship,  and  if  so,  whether  it  was  steaming  or  sailing." 

"Enter,  uncorrected  for  local  attraction,  the  variation  observed,  with  the  time  of  observation  and  the 
direction  of  the  ship's  head." 

"  Frequent  mention  is  made  by  navigators  of  tide-rips  at  sea,  particularly  within  the  tropics ;  a  close 


188  ■  THE  WIND  AND  CURRENT  CHARTS. 

attention  to  tliese  phenomena  is  recommendecl ;  noting,  whenever  they  are  seen,  the  age  of  the  moon. 
Enter  also  sea-weed,  drift-wood,  and  the  like." 

"It  is  desirable  that  navigators  compare  the  phenomena  connected  with  storms,  thunder,  lightning, 
etc.,  in  other  parts  of  the  world,  with  the  same  phenomena  in  the  vicinity  of  the  Gulf  Stream." 

"  When  in  those  regions  in  which  ice  is  liable  to  be  met  with,  a  frequent  resort  to  the  water-thermo- 
meter is  recommended ;  because  in  such  regions  fogs  are  prevalent,  and  often  conceal  the  approaching 
danger.  The  distance  of  ice,  within  several  miles,  will  generally  be  indicated  by  the  water-thermometer, 
especially  when  vessels  are  to  windward  of  the  bergs." 

"When  in  the  presence  of  ice,  note  the  direction  in  which  the  ice  has  been  drifted,  and  describe  its 
appearance." 

"  Mention  the  time  when  the  dew  commences  to  fall,  and,  in  cases  of  extraordinary  deposits,  note  the 
temperature  of  the  air  as  closely  to  the  surface  of  the  sea  as  can  be  done,  taking  the  temperature  at  the 
masthead  at  the  same  time." 

"When  considerable  differences  are  found  between  the  temperature  at  and  below  the  surface,  observe 
also  the  wet  and  dry  bulb,  and  enter  their  readings  among  the  Eemarks." 

"It  is  desirable  that  vessels  co-operating  in  this  system  of  observations  should,  in  addition  to  the 
thermometer  with  which  ships  usually  are  supplied,  have  a  white  and  black  bulb,  and  also  a  bulb  of 
marine  blue  that  is  as  nearly  the  color  of  sea  water  as  may  be." 

"These  three  thermometers  should  be  exposed  to  the  sun  in  clear  weather  for  a  few  minutes,  and 
observed  at  9  A.  M.,  noon,  and  3  P.  M.,  and  occasionally  at  night  when  the  dew  is  heavy,  and  their 
readings  should  be  entered  in  the  column  of  Eemarks." 

"  It  is  desirable  that  the  bulbs  of  the  colored  thermometers  be  painted  with  water-color." 

PsYCHRONOMETEB. — "The  wet  bulb  should  be  observed,  after  having  been  wetted  mthfresh  water  of  the 
temperature  of  the  air,  and  after  the  instrument  has  been  held  in  the  shade  in  the  open  air  for  some  minutes." 

"  When  at  anchor,  it  is  desirable  that  hourly  observations  with  the  meteorological  instruments  should 
occasionally  be  taken,  and  especially  at  the  equinoxes  and  solstices." 

"  In  the  case  of  storms,  tornadoes,  and  whirlwinds,  it  is  desirable  to  have  a  full  description  of  the 
phenomena,  and  all  the  circumstances  connected  with  them:  such  as  the  appearance  of  the  sky  and  clouds; 
the  state  of  the  barometer  before,  during,  and  after  the  event;  the  electrical  displays  connected  with  it;  the 
quantity  and  time  of  rain  or  hail,  etc.  The  barometer  should  be  noted  frequently,  and  the  time  mentioned 
at  which  every  variation  in  it,  that  amounts  to  one-tenth  of  an  inch,  takes  place." 

"Also,  it  will  be  interesting  for  the  navigator  to  avail  himself  of  every  favorable  opportunity  for 
determining  the  height  and  velocity  of  waves  and  the  distance  between  them.  lie  should  note  in  this 
column  the  results,  and  describe  the  method  used." 

"  When  land  birds  and  insects  are  met  with  at  sea,  the  fact  should  be  noted,  and  mention  made  of  all 
the  circumstances  which  are  calculated  to  throw  light  upon  their  migration." 


MARITIME   CONFERENCE   AT  BRUSSELS.  189 

"Showers  of  dust  and  red  fogs  are  sometimes  met  with  at  sea;  in  such  cases,  a  description  of  the 
weather  and  of  the  appearance  of  the  sky,  as  well  as  specimens  of  the  dust,  would  be  desirable." 

"  Note  the  direction  of  the  winds  which  bring  the  rain,  as  well  as  the  changes  of  the  wind  during  and 
after  the  rain.  By  the  term  rain,  hail  and  snow  are  understood  to  be  included.  With  regard  to  hail, 
describe  the  stones  and  any  peculiarity  connected  with  the  snow-flakes,  being  careful  to  note  all  the 
displays  of  electrical  phenomena  connected  with  the  hail-storms." 

"It  would  be  interesting  to  know  the  temperature  of  the  rain,  and  to  have  estimates  of  the  quantity 
of  dew." 

"  Soundings. — "  Deep-sea  soundings  should  be  made  on  all  favorable  occasions ;  for  making  these 
soundings  comparable,  the  uniformity  in  the  size  of  line  used  and  the  weight  of  the  sinker  is  a  desideratum. 
The  time  occupied  for  every  100  fathoms  in  going  out  should  be  observed,  for  the  discussion  afterwards  of 
the  soundings.  "When  the  sinker  is  recovered,  the  specimen  of  the  bottom  ought  to  be  carefully  labelled 
and  preserved." 

"  When  in  harbor,  tidal  observations  should  not  be  neglected ;  the  times  of  high  and  low  water,  with 
the  direction  and  force  of  the  current  at  various  stages,  both  on  the  flood  and  the  ebb,  should  be  noted. 
Likewise  thunder  and  lightning,  the  time  of  their  duration,  intensity,  etc.  When  marked  changes  in 
the  color  of  the  water  are  observed,  try  the  temperature  of  the  water,  get  a  cast  of  the  deep-sea  lead  if 
practicable."  "  In  the  Pacific  Ocean,  particularly,  patches  of  pink  or  white-colored  water  are  frequently 
met  with ;  descriptions  of  them,  with  specimens  of  the  water  carefully  preserved  in  phials  with  ground 
glass  stoppers,  are  desirable." 

"Waterspouts:  a  detailed  description;  containing  the  duration,  the  circumstances  of  their  formation, 
gyration,  motion,  form,  breaking  up,  etc." 

"Shooting-stars:  the  number  of  them  observed  during  a  certain  time;  the  point  of  the  heaven  (the 
star  or  constellation)  from  which  they  are  emanating  and  towards  which  they  are  converging,  in  particular 
about  the  10th  of  August  and  middle  of  November." 

"Aurora  Borealis:  duration  or  time  for  beginning  and  ending;  its  extension,  form,  tract  of  the  heaven, 
intensity  of  light,  color,  rays,  its  motions  and  changes,  etc.  Note  anything  that  is  particular  about  rain- 
bows and  halos  and  meteors  of  every  description,  describing  their  place  by  reference  to  stars  or  the 
horizon." 

At  the  commencement  of  the  log-book  should  be  entered :  1.  The  name  of  the  ship,  the  nature  of 
materials  of  which  it  is  built,  cargo,  captain's  name,  class  of  ship,  names  of  ports  put  into  during  the  period 
the  log  has  been  kept. 

2.  Tables  showing  amount  of  local  deviations  observed  before  departure ;  stating  whether  cargo  on 
board  or  not  at  time  of  observation  being  made ;  the  methods  employed  to  ascertain  the  local  deviation 
to  be  minutely  described. 

3.  Admiral  Beaufort's  nomenclature  for  the  winds. 
4:.  Iloward's  nomenclature  for  the  form  of  clouds. 


190  THE  WIND  AND  CUBBENT  CHAETS. 

6.  The  corrections,  or  the  rules  for  correcting  all  the  instruments  employed,  more  particularly  the 
barometer  and  thermometer,  with  the  places  where  the  instruments  have  been  compared  with  the  standard. 

6.  Description  of  instruments,  and  methods  employed  in  making  observations. 

7.  Note  down  the  meridian  from  which  the  longitude  is  reckoned. 

"  In  addition  to  the  observations  mentioned  in  the  abstract  log,  it  is  desirable  that  each  captain  should 
wi-ite  at  the  end  any  general  remarks  which  his  personal  experience  may  suggest,  more  especially  if  he  has 
frequently  made  the  same  voyage." 


I 


ABSTRACT   LOG. 


191 


ABSTRACT   LOG. 


(1)- 


(2). 


(3). 


(4). 


(5).  Local  Deviation: — 


Before  sailing. 

When  arrived. 

ship's  head. 

DEGREES 
OF  DEVIATION. 

ship's  bead. 

deqhees 
or  deviation. 

ship's  head. 

DEGREES 
OP  DEVIATION. 

ship's  head. 

degrees 
of  deviation. 

NORTH 

N.N.E. 
N.E.   . 

SOUTH.    . 
S.S.W.  .   . 
S.W.   .   .   . 
W.S.W. .  . 
WEST    .   . 
W.N.W.     . 
N.W.  .  .   . 
N.N.W..   . 

NORTH 

N.N.E. 

NE     . 

•       ' 

SOUTH.    . 
S.S.W.   .   . 
S.W.   .  .  . 
W.S.W..  . 
WEST.  .   . 
W.N.W.    . 
N.W.  .   .   . 
NJT.W. .   . 

. 

E.N.E. 
EAST. 
E.S.E. 
S.E.    . 

E.N.E. 
EAST. 
E.S.E. 
S.E.    . 

S.S.E. 

S.S.E. 

(1).  Enter  tlie  class  of  the  vessel,  her  name,  country,  and  the  name  of  the  captain. 

(2).  If  the  vessel  is  of  iron  or  wood,  and  mention  the  quantity  of  iron,  if  any,  in  the  cargo. 

(3).  Enter  the  names  of  the  places  at  which  the  vessel  has  called  during  her  voyage. 

(4).  Name  the  meridian  from  which  the  longitude  is  calculated. 

(5).  Give  the  table  of  local  deviation  at  the  commencement  and  at  the  end  of  the  voyage ;  and  state  in  the  log  the  manner  in 
which  it  was  determined,  and  if  the  vessel  was  loaded  with  any  iron  when  the  observation  was  made,  or  whether  any  iron  as  cargo  was 
taken  on  board  after  the  observation  was  made. 

If  practicable,  the  operation  should  be  repeated  during  the  voyage. 


192 


THE  WIND  AND  CUERENT  CHARTS. 


ABSTRACT  LOG 


CAPTAIN 


LATITUDE  BY 

LONGITUDE  BY 

CURRENTS. 

WINDS. 

BAROMETER. 

DATE. 

HOUR. 

MAGNETIC 
VARIATION 

Observation. 

D.      B. 

Observatiop. 

D.      B. 

Direction. 

Rate. 

OBSERVED. 

Direction. 

Rate. 

Height. 

Ther. 
attach'd. 

I. 

31. 

2 
4 
6 
8 
9 
10 

• 

• 

- 

Noon. 

12 

2 
3 

4 

6 

8 

10 

12 

II. 

1. 

(1) 

2 

(2) 

(3) 

(4) 

(5) 

(6) 

(7) 

(8) 

(9) 

(10) 

(11) 

(12) 

(13) 

[a] 

[b] 

[a] 

[C] 

[a] 

[C] 

[a] 

[a] 

[a] 

[a] 

[a] 

[a] 

[a] 

ABSTRACT  LOG  FOR  THE 


DATE 

HOUR. 

LATITUDE. 

LONGITUDE. 

CURRENTS. 

BAROMETER. 

THERMOM. 

FORMS  AND 
DIRECTION 
OF  CLOUDS. 

PROP. 

OF 

8KT 

CLEAR. 

HOURS  OF 
FOG  A. 
RAIN  B. 
SNOW  C. 
HAIL  D. 

MAGNETIC 

Direction. 

Rate. 

Height. 

Ther. 
attach'd. 

Air. 

Water. 

VARIATION 
OBSERVED. 

I. 
31. 

Noon. 

11. 

1. 

Noon. 

2 

Noon. 

3 

4 
9 

12 
3 
8 
4 
9 

12 
8 
8 
4 
9 

12 
3 
8 
4 

• 
• 

! 

■f, 


ROM 


ABSTRACT   LOG. 


TO 


193 


185 


THEBMOMETEB. 

FOEMS  AND 
DIBECTION 
OF  CLOUDS. 

PBOPOB. 

OF 

SKY 

CLEAK. 

BODBS  OF 
FOa  A. 
BAIN  B. 

SNOW  C. 
HAIL  D. 

STATE 

OF 

THE  SEA. 

WATER. 

STATF.  OF 

THE 
WEATHER. 

BEHABKS. 

Dry 

bulb. 

Wet 

bulb. 

Temp. 
at  surface. 

Specific 
gravity. 

Temp, 
at  depth. 

This  form   is  in- 

tended more  especial- 

ly for  men-of-war. 

(14) 

(15) 

(16) 

(17) 

(18) 

(19) 

(20) 

(21) 

(22) 

(23) 

(24) 

[a] 

[b] 

[a] 

[a] 

[a] 

[c] 

[a] 

[b] 

[b] 

[C] 

[a] 

MERCHANT  SERVICE. 


WINDS. 

BATE. 

BEHABKS. 

This  form  contains  the  minimum  of  what  must  be  furnished  by  American  mer- 
chantmen, in  order  to  entitle  them  to  a  copy  of  Charts  and  Sailing  Directions.  It 
is  hoped,  however,  that  many  of  them  at  least  will  be  willing  to  do  more,  and  to 
fill  up  the  man-of-war  log.  Forms  of  this  will  be  given  to  all  who  will  ask  for 
them. 

p^  When  the  Abstract  Log  is  filled  and  returned  for  one  voyage,  the  master 
should  take  care  to  provide  himself  with  another;  for  every  master  who  is  once 
supplied  with  the  Charts  is  expected  to  give  his  co-operation,  and  keep  abstracts 
as  long  as  they  are  required  for  the  perfection  or  completion  of  the  Charts. 

1 

(Latter  part.) 

(First  part.) 

(Middle  part.) 

(Latter  part.) 

194 


THE   WIND  AND   CUKEENT  CHARTS. 


Describe  on  a  blank  page,  in  the  beginning  of  your  Abstract,  tbe  instruments  you  have  on  board,  the 


manner  of  using  them,  and  of  making  the  observations. 


Barometer  (corrections  to) 


Index  error. 

Capacity. 

Capillarity. 

Mean  height  above  the  sea. 


Compared  hy  Mr. 
with  the.  standard  at 


185 


Thermometers  (correction  to).    [Number  your  thermometers,  and  state  the  corrections  that  are  to  be 

applied  to  the  various  readings  of  each,  to  make  them  correct.] 


Force  of  the  Wind  indicated  by  numbers  (sailing  by  the  Avind). 


0.  Calm. 

1.  Ship  has  steerage. 

2.  Clean  full  1  to  2  knots. 

3.  Clean  full  3  to  4  knots. 

4.  Clean  full  6  to  6  knots. 


5.  With  royals. 

6.  Top   gallants  over   single 

reefs. 

7.  Double-reefed  topsails. 

8.  Triple-reefed  topsails. 


9.  Close-reefed   topsails    and 
courses. 

10.  Close-reefed   main   topsail 

and  reefed  foresail. 

11.  Staysails. 


Forms  of  Clouds  are:  cirrus  {Oi)\  cumulus  (ft/.);  stratus  (<Si(.);  nimbus  (M.),  etc.  [See  Plate  XVI.] 


EXPLANATORY  NOTES  FOR   KEEPING  ABSTRACT  LOG. 


195 


The  original  reports  ia  English  and  in  French  having  been  read  and  signed  by  all  the  members  of 

the  meeting,  the  President  declared  the  Conference  closed. 

QUETELET. 


EXPLANATORY    NOTES    FOR    KEEPING    THE    ABSTRACT    LOG. 

The  name  of  the  last  place  from  which  the  vessel  sailed,  and  the  place  to  which  she  is  going,  should  be 
stated  in  the  abstract. 

1st  Column. — The  Time  inserted  in  the  abstract  log  should  be  civil  time,  but  if  astronomical  [or  sea] 
time  is  inserted,  it  should  be  so  stated  at  the  commencement  of  the  log.  The  months  should  be  indicated 
by  the  Eoman  letters  from  I.  to  XII.,  January  being  I.  [December  XII.]* 

2d  Column. — Hours  ;  this  column  contains  all  the  hours  at  the  even  numbers,  and  in  addition  9  A.  M. 
and  3  P.  M.  The  hours  4  A.  M.  and  9  A.  M.,  noon,  3  P.  M.  and  8  P.  M.  are  printed  in  larger  type,  to 
indicate  that  it  is  at  these  hours  that  observations  are  especially  required,  as  will  be  further  explained. 

/     The  latitude  and  longitude  should  be  observed 
2>cl  Column. — Latitude  observed.  /  frequently  at  sea,  and  more  especially  about  4  A.  M., 

noon,  and  8  P.  M.,  and  the  result  referred  by  the  log 
to  the  hour  nearest  to  which  the  observations  were 
made,  in  order  that  the  ship's  position  may  be  as 
accurately  determined  as  possible  at  those  times. 
Ath  Column. — Latitude  by  Dead  Beckoning.    I  This  should  be  particularly  attended  to,  when  the 

ship  is  expected  to  cross  or  enter  upon  any  of  the 
'great  streams  and  currents  of  the  ocean,  the  trade 
\  or  periodical  winds.     The  position  by  dead  reckon- 
Jing  should  be  deduced  from  the  last  observation  for 
[latitude  and  longitude.     If  the  longitude  is  deter- 
mined by  lunar  distances,  note  it  in  the  column  with 
its  proper  sign  OC,*C,  and  if  by  chronometer  O  or 
*.     When  in  sight  of  land,  and  the  ship's  position 
is  determined  by  bearings,  it  is  still  desirable  that 
Qih  Column. — Longitude  by  Dead  Reckoning.  1  the  position  of  the  ship  should  be  given  in  latitude 

\  and  longitude,  in  the  proper  column. 
Tth  and  %th  Co Zwmns.— Direction  and  Rate  of  Currents;  on  ordinary  occasions,  the  currents  should 
be  determined  at  noon  on  each  day,  by  comparing  the  position  of  the  ship  as  determined  by  observation, 
and  its  position  as  found  by  dead  reckoning;  the  direction  and  rate  of  the  current  in  nautical  miles  for  the 


bill  Column. — Longitude  observed. 


*  The  remarks  contained  in  brackets  [  ]  are  added  by  me. — M.  F.  M. 


196  THE  WIND  AND  CURRENT  CHARTS. 

last  twenty-four  hours  should  be  given  [or,  better,  for  the  time  during  which  it  has  been  felt] ;  besides  the 
daily  entry  at  noon,  the  rate  and  direction  of  currents  should  be  noted  at  shorter  intervals,  when  the  ship  is 
in  the  vicinity  of  the  great  oceanic  currents,  or  when  it  is  supposed  that  the  currents  may  sensibly  vary  in 
the  twenty-four  hours. 

9ih  Column. — The  observed  Variation  should  be  entered  in  degrees  and  minutes ;  and  when  the 
variation  is  determined  by  observation  of  the  moon  or  a  star,  the  sign  C  or  *  should  be  placed  after  the 
entry,  thus:  23°  16' W.  C. 

The  variation  should  be  corrected  for  local  attraction ;  in  other  words,  the  variation  entered  should  be 
what  the  variation  would  have  been,  bad  the  ship  been  heading  at  the  time  of  observation  upon  the  course 
in  which  the  local  variation  would  be  0. 

It  is  desirable  that  every  vessel  should  be  provided  with  a  standard  compass,  with  which  all  the 

observations  for  variation  should  be  made.     The  position  of  the  standard  compass,  or  of  the  one  used, 

should  be  that  at  which  the  local  attraction  is  the  least,  and  the  compass  should  always  be  placed  in  the 

same  place.     When  the  variation  has  not  been  observed,  the  variation  used  should  be  corrected  for  local 

attraction,  and  noted. 

The  direction  and  force  of  the  wind  should  be 

regularly  entered  at  4  A.M.,  noon,  and  8  P.M.    The 

force  and  direction  entered  should  be  that  which  has 

^„,    ^,  _  .  been  most  prevalent   during  the   eight   preceding 

IQih  Column. — DIRECTION     J 

f  fTi    "W  /hours.     The  direction  should  be  by  compass,  and 

-J  1  ,    p  J        -p,  \  \  expressed  in  points.     The  force  of  the  wind  should 

be  indicated  by  the  figures  given  in  the  first  page; 
if  there  are  squalls,  their  force  should  be  given  in  a 
parenthesis  (  ),  opposite  the  hour  at  which  it  takes 
^  place. 

12ih  and  lUh  Columns. — The  Barometer  and  its  Thermometer  should  be  observed,  if  possible,  at 
all  the  hours  given  in  Column  2,  and  at  least  at  4  and  9  A.  M.,  noon,  3  and  8  P.  M.  [The  thermometer 
attached  to  the  barometer — and  if  none  be  attached,  one  should  be  tied  to  the  lower  end — should  be  care- 
fully noted  whenever  the  barometer  is  observed,  for  we  depend  upon  it  for  an  important  correction  for  the  Bar.] 
l^th  and  Ibth  Columns. — The  Dry  and  Wet  Bulb  Thermometers  should  be  observed  at  the  same 
hours  as  the  barometer.  If  it  rains  at  the  time  when  the  observation  with  the  wet  bulb  is  taken,  put  the 
letter  B  after  the  temperature.  Before  reading  the  wet  bulb  thermometer,  the  bulb  [or,  rather,  a  thin  old 
linen  rag  should  be  tied  tightly  about  the  bulb,  and  then  the  bulb]  should  be  moistened  with  fresh  water, 
and  allowed  to  remain  a  few  minutes  in  the  open  air,  in  the  shade,  and  where  strong  currents  of  wind  from 
the  sails  cannot  affect  it. 

All  the  thermometers  ought  to  have  two  scales,  one  that  of  the  country  to  which  the  ship  belongs,  the 
other  the  centigrade. 


EXPLANATORY  NOTES  FOR  KEEPING  ABSTRACT  LOG.  197 

IGlh  Column. — The  Form  and  Direction  of  the  Clouds  should  be  noted  at  least  at  4  A.  M.,  noon, 
and  8  P.  M.,  and  as  they  appear  at  the  time  of  observation.  The  form  of  the  clouds  should  be  indicated 
by  the  letters  given  at  page  194:.  When  the  clouds  are  observed  to  be  going  in  different  directions  at 
the  same  time,  the  direction  of  the  upper  ones  should  be  stated  above  that  of  the  lower,  and  separated  by 
a  bar,  thus :    'g  ^  ^^  •     [Plate  XVI.  shows  the  form  of  Clouds.] 

17th  Column. — The  Proportion  of  the  Sky  Clear  should  be  indicated  by  figures  from  0  to  10. 
Thus  8  indicates  that  /^  of  the  sky  is  clear. 

18</t  Column. — FoG,  Rain,  Snow,  and  Hail.  The  number  of  hours  of  fog,  rain,  snow,  and  hail,  in 
the  eight  preceding  hours,  should  be  noted  at  4  A.  M.,  noon,  and  8  P.  M. 

The  letter  A,  indicates  fog;  C,  snow; 
B,  rain;  D,  hail. 

One  or  two  bars  placed  under  the  hours  indicate  degree  [intensity,  or  quantity] ;  thus  3  B,  is  3  hours 
of  light  rain ;  3  B,  rain ;  3  B,  heavy  rain. 

The  direction  and  force  of  the  wind,  etc.,  before,  during,  and  after  the  rain,  should  be  stated  in  the 
column  of  Eemarks. 

19th  Column. — The  State  of  the  Sea  during  the  eight  preceding  hours  should  be  stated  at  4  A.  M., 
noon,  and  8  P.  M.,  by  means  of  the  signs  given  on  the  second  page.  [These  signs  were  omitted  to  be 
inserted  in  the  original.] 

20//i  Column. — Temperature  of  the  Water  at  the  Surface.  For  the  hours  at  which  the  observa- 
tions should  be  taken,  see  directions  for  the  barometer  and  thermometer.  The  water  should  be  taken  up 
in  a  wooden  bucket,  as  far  as  possible  from  the  ship's  side,  and  placed  in  the  shade  on  deck ;  the  thermo- 
meter should  then  be  placed  in  the  water,  and  left  there  for  two  or  three  minutes  [five],  and  read  afterwards, 
whilst  the  bulb  is  in  tlie  water.  In  addition  to  the  ordinary  observations,  the  temperature  of  the  water 
should  be  taken  when  any  particular  circumstances  may  seem  to  make  it  desirable,  as  when  there  are 
changes  in  the  color  of  the  water,  [or  when  the  vessel  is]  in  the  neighborhood  of  ice,  shoals,  the  gulf  or 
other  streams,  and  at  the  mouths  of  great  rivers. 

The  temperature  of  the  water  should  also  be  taken  during  thunder-storms,  and  when  any  electrical 
phenomena  are  observed. 

21st  Q)lumn.—The  Specific  Gravity  op  the  "Water  at  the  Surface  or  at  different  Depths, 
should  be  noted  at  least  once  a  day ;  when  the  water  is  taken  from  a  certain  depth,  the  depth  should  be 
entered  under  the  specific  gravity,  and  under  a  line  (?  ?  I).  The  specific  gravity  is  stated  without  any 
other  correction  than  that  which  the  instrument  employed  may  require.  The  temperature  of  the  water 
should  be  placed  in  the  20th  and  22d  columns.  It  is  desirable  that  a  uniform  scale  should  be  adopted  in 
the  instruments  used  in  ascertaining  the  specific  gravity;  that  the  specific  gravity  of  distilled  water  should 
be  the  unit,  and  that  of  the  sea  water  expressed  in  decimals.  [The  hydrometer  of  commerce,  that  is,  the 
one  of  glass,  and  in  the  shape  of  a  thermometer  with  a  huge  bulb  slightly  loaded,  used  for  proving  spirits, 
is  the  one  recommended  for  the  American  service.] 


198  THK  WIND  AND  CURRENT  CHARTS. 

lid  Column.— The  Tempkrature  of  the  Water  at  Different  Depths,  should  be  taken  at  least  once 
a  day,  according  as  circumstances  may  be  more  or  less  favorable ;  the  temperature  [at  the  surface]  should 
be  entered  above  the  specific  gravity  and  separated  from  it  by  a  bar  (^j);  the  unit  of  measure  in  depths 
is  [fathoms  of  six  feet  each,  English].  In  taking  water  from  moderate  depths,  it  may  be  hauled  up  in  a 
cylindrical  box,  18  inches  long  and  six  inches  in  diameter,  having  two  valves  in  the  ends  opening  upwards. 
This  box  may  be  either  of  wood  or  iron,  and  attached  to  the  deep-sea  lead.  [Self-registering  metallic 
thermometers  are  better.] 

It  is  desirable,  frequently,  to  try  the  temperature  of  the  water  at  the  depth  of  the  ship's  cock  below 
the  surface ;  the  cock  should  be  left  open  for  8  or  10  minutes  before  the  bucket  is  filled,  and  the  thermo- 
meter should  be  left  two  or  three  minutes  [five]  in  the  water,  as  before  described,  before  reading  it,  and  it 
may  be  well  to  note  the  rate  of  the  ship  at  the  time  the  cock  was  open.  The  temperature  of  the  water  at 
the  surface  should  be  observed,  whenever  the  temperature  at  different  depths  is  taken. 

When  there  is  a  great  difference  between  the  temperature  of  the  water  at  the  surface,  and  at  some 
depth,  observe  the  indications  of  the  wet  and  dry  bulb  thermometers,  and  note  them  in  the  column  of 
Eemarks. 

Although  these  observations  are  of  importance  in  every  part  of  the  globe,  still,  there  are  certain 
regions  where  the  differences  between  the  temperature  at  the  surface  and  the  temperature  at  certain  depths 
have  a  particular  interest.  We  may  mention  the  regions  of  the  trade-winds,  the  Indian  Ocean,  the  Cape 
of  Good  Hope,  and  especially  in  the  LaguUas  current,  and  near  the  mouths  of  great  rivers. 

Column  of  Eemarks. — The  column  of  Eemarks  will  contain  everything  which  the  captain  may  con- 
sider useful.     We  direct  attention  to  the  following  points : — 

Isi.  If  the  vessel  is  a  steamer,  state  whether  she  M'as  steaming  or  under  sail  at  the  time  the  observa- 
tions are  made. 

Tempests,  tornadoes,  whirlvjinds,  typhoons,  or  hurricanes,  etc. — Every  circumstance  connected  with  these 
should  be  stated  in  great  detail,  the  different  changes  of  the  wind,  the  appearance  of  the  sky  and  the  clouds, 
of  the  sea  and  electrical  phenomena,  rain,  hail,  etc.  The  height  of  the  barometer  should  be  frequently 
noted,  at  least  as  often  as  there  is  a  change  of  a  tenth  of  an  inch,  and  the  time  when  the  remarks  are  made 
[i.  e.  when  the  phenomena  are  seen,  or  when  the  observations  are  made]  should  be  stated. 

When  waterspouts  are  observed,  the  time  of  their  duration,  their  successive  appearances,  their  forma- 
tion, gyratory  movement,  translation,  and  breaking  up,  should  be  described. 

Note  the  circumstances  attending  storms,  the  thunder,  lightning,  etc.;  and  when  phenomena  of  this 
nature  are  observed  by  navigators,  they  should  be  guided  in  their  observations  by  a  reference  to  analogous 
phenomena,  which  they  may  have  observed  in  other  regions,  more  especially  upon  the  edge  of  the  Gulf 
Stream. 

It  is  desirable  to  have  the  temperature  of  the  rain  compared  with  the  temperature  of  the  air. 

When  it  hails,  describe  the  hailstones,  and  the  electrical  phenomena. 

Note  the  quantity  of  dew,  the  time  when  it  commences  to  fall,  and,  in  cases  of  extraordinary  deposits. 


EXPLANATORY   NOTES   FOR   KEEPING   ABSTRACT   LOO.  199 

note  the  temperature  of  the  air  as  close  to  the  surface  of  the  sea  as  possible,  and  at  the  same  time  at  the 
masthead. 

When  red  fogs  or  slwwers  of  dust  are  met  with,  describe  the  weather  and  the  appearance  of  the  sky,  and 
obtain,  if  possible,  specimens  of  the  dust. 

Observe  the  height  of  the  leaves,  the  distance  between  them,  and  their  rate  of  progress. 

Note  the  tide-rips  seen,  particularly  in  the  tropics,  and  the  age  of  the  moon  at  the  time. 

When  the  surface  of  the  sea  is  covered  with  pinh  or  white  patches  of  water,  as  is  often  the  case  in  the 
Pacific  Ocean,  describe  them,  and  preserve  specimens  of  the  water  in  phials  with  ground  glass  stoppers ;  if 
practicable,  get  a  cast  of  the  deep-sea  lead,  and  take  the  temperature  of  the  water  at  the  surface,  and  at  some 
depth. 

When  deep-sea  soundings  are  taken,  state  the  time  the  lead  takes  to  descend  each  100  fathoms,  and 
carefully  preserve  whatever  the  lead  brings  up  from  the  bottom.  [Deep-sea  soundings  should  always  be 
made  from  a  boat.] 

It  is  much  to  be  desired,  for  the  sake  of  comparison,  that  the  same  sized  line  and  the  same  shaped  lead, 
of  equal  weight,  should  be  used.  [For  description  of  those  used  in  the  U.  S.  Navy,  see  Maurt/s  Sailing 
Directions^ 

In  places  where  ice  may  be  met  with,  observe  the  temperature  of  the  water  frequently ;  these  observa- 
tions are  most  valuable  when  there  are  fogs  which  may  prevent  the  ice  from  being  seen,  as  they  may 
indicate  its  presence  even  at  the  distance  of  2  or  3  miles,  especially  when  the  ice  is  to  leeward. 

Note  the  appearance  of  the  ice,  and  the  direction  in  which  it  has  been  drifted. 

In  addition  to  the  thermometers  usually  supplied  to  ships,  it  is  desirable  that  they  shoiild  be  furnished 
with  others  with  white,  black,  and  blue  bulbs,  colored  with  water  colors.  These  three  thermometers  should 
be  exposed  simultaneously  to  the  sun,  in  fine  weather,  for  some  minutes,  at  9  A.  M.,  noon,  and  3  P.  M.,  and 
occasionally  at  night  [to  the  open  sky]  in  time  of  dew ;  their  indications  should  be  entered  in  the  column 
of  Kemarks. 

Note  the  shooting  stars ;  their  point  of  departure  and  the  point  to  which  they  appear  to  converge,  the 
constellations  which  they  traverse,  their  numbers  in  a  given  time.  They  should  be  especially  observed 
about  the  10th  of  August  and  the  middle  of  November. 

The  aurora  borealis,  the  time  of  its  appearance  and  disappearance,  extent,  form,  position,  intensity  of 
light,  color,  its  motions,  and  changes  should  be  described. 

Hahs,  rainbows,  meteors,  etc.,  should  also  be  noted. 

Carefully  note  the  appearance  of  birds,  insects,  fish,  sea-weed,  drift  wood,  and  mention  any  circumstances 
which  may  throw  light  upon  their  appearance. 

When  at  anchor,  tidal  observations  should  not  be  neglected,  and  the  times  of  high  and  low  water,  if 
possible,  should  be  observed ;  state  the  time  also  of  change  of  tide,  the  rate  and  direction  of  the  current  at 
various  stages,  both  on  the  flow  and  ebb,  and  everything  relative  to  this  important  question.  Hourly 
meteorological  observations,  especially  at  the  times  of  the  equinoxes  and  solstices,  would  be  very  valuable. 


20^  THE  WIND  AND  CURRENT  CHARTS. 

lu  addition  to  the  observations  mentioned  in  the  abstract  log,  it  is  desirable  that  each  captain  should 
write  at  the  end  any  general  remarks  which  his  personal  experience  may  suggest  [as  to  the  route  pursued, 
currents,  winds,  &c.,  encountered  by  the  way],  more  especially  if  he  has  frequently  made  the  same  voyage. 


EEPORT  OF  THE  CONFERENCE  HELD  AT  BRUSSELS, 

At  the  Invitation  of  the  Government  of  the  United  Slates  of  America,  for  the  Purpose  of  concerting  a  Systematical 

and  Uniform  Plan  of  Meteorological  Observations  at  Sea. 

In  pursuance  of  instructions  issued  by  the  governments  respectively  named  in  the  margin,  the  officers 
whose  names  are  hereunto  annexed  assembled  at  Brussels,  for  the  purpose  of  holding  a  Conference  on  the 
subject  of  establishing  a  uniform  system  of  meteorological  observation  at  sea,  and  of  concurring  in  a 
general  plan  of  observation  on  the  winds  and  currents  of  the  ocean,  with  a  view  to  the  improvement  of 
navigation,  and  to  the  acquirement  of  a  more  correct  knowledge  of  the  laws  which  govern  those  elements. 

The  meeting  was  convened  at  the  instigation  of  the  American  Government,  consequent  upon  a 
proposition  which  it  had  made  to  the  British  Government,  in  reply  to  a  desire  which  had  been  conveyed 
to  the  United  States,  that  it  would  join  in  a  uniform  system  of  meteorological  observation  on  land,  after  a 
plan  which  had  been  prepared  by  Captain  James,  of  the  Royal  Engineers,  and  submitted  to  the 
Government  by  Sir  J.  Burgoyne,  Inspector-General  of  Fortifications. 

The  papers  connected  with  this  correspondence  were  presented  to  the  House  of  Lords  on  21st 
February  last,*  and  have  been  further  explained  in  the  minutes  of  the  Conference.  And  it  is  here  merely 
necessary  to  observe  that,  some  difficulties  having  presented  themselves  to  the  immediate  execution  of  the 
plan  proposed  by  the  British  Government,  the  United  States  availed  themselves  of  the  opportunity 
afibrded  by  this  correspondence,  of  bringing  under  the  notice  of  the  British  Government  a  plan,  which  had 
been  submitted  by  Lieutenant  Maury,  of  the  United  States  Navy,  for  a  more  widely  extended  field  of 
research  than  that  which  had  been  proposed ;  a  plan  which,  while  it  would  forward  the  object  entertained 
by  Great  Britain,  would  at  the  same  time  materially  contribute  to  the  improvement  of  navigation  and  to 
the  benefit  of  commerce. 

An  improvement  of  the  ordinary  sea  route  between  distant  countries  had  long  engaged  the  attention 
of  commercial  men,  and  both  individuals  and  nations  had  profited  by  the  advances  which  this  science  had 
made  through  a  more  correct  knowledge  of  the  prevailing  winds  and  currents  of  the  ocean.  But 
experience  had  shown  that  this  science,  if  it  did  not  now  stand  fast,  was  at  least  greatly  impeded  by  the 
want  of  a  more  extended  co-operation  in  the  acquirement  of  those  facts  which  were  necessary  to  lead  to  a 
more  correct  knowledge  of  the  laws  which  govern  the  circulation  of  the  atmosphere,  and  control  the 
currents  of  the  ocean ;  and  that  the  subject  could  not  receive  ample  justice,  nor  even  such  a  measure  of  it 


*  See  Parliamentary  Tapers,  No.  1 1  f). 


MARITIME  CONFERKNCE   AT   BRUSSELS.  201 

as  was  commensurate  with  the  importance  of  its  results,  until  all  nations  should  concur  in  one  general 
effort  for  its  perfection.  But  could  that  happy  event  be  brought  about — could  the  observations  be  as 
extensive  as  desired,  and  receive  that  full  discussion  to  which  they  were  entitled — the  navigator  would 
learn  with  certainty  how  to  count  upon  the  winds  and  currents  in  his  track,  and  to  turn  to  the  best 
advantage  the  experience  of  his  predecessors. 

Meteorological  observations  to  a  certain  extent  had  long  been  made  at  sea,  and  Lieutenant  Maury  had 
turned  to  useful  account  such  as  had,  from  time  to  time,  fallen  into  his  hands  ;*  but  these  observations, 
although  many  of  them  good  in  themselves,  were  but  isolated  facts,  which  were  deprived  of  much  of  their 
value  from  the  absence  of  observations  with  which  they  could  be  compared ;  and  above  all,  from  the  want 
of  a  constant  and  uniform  system  of  record,  and  from  the  rudeness  of  the  instruments  with  which  they 
had  been  made. 

The  moment,  then,  appeared  to  him  to  have  arrived,  when  nations  might  be  induced  to  co-operate  in  a 
general  system  of  meteorological  research.  To  use  his  own  words,  he  was  of  opinion  that  "  the  navies  of 
all  maritime  nations  should  co-operate,  and  make  these  observations  in  such  a  manner  and  with  such 
means  and  implements,  that  the  system  might  be  uniform,  and  the  observations  made  on  board  one  public 
ship  be  readily  referred  to  and  compared  with  the  observations  made  on  board  all  other  public  ships,  in 
whatever  part  of  the  world.  And,  moreover,  as  it  is  desirable  to  enlist  the  voluntary  co-operation  of  the 
commercial  marine,  as  well  as  that  of  the  military  of  all  nations,  in  this  system  of  research,  it  becomes  not 
only  proper,  but  politic,  that  the  forms  of  the  abstract  log  to  be  used,  the  description  of  the  instruments  to 
be  employed,  the  things  to  be  observed,  with  the  manipulation  of  the  instruments,  and  the  methods  and 
modes  of  observation  should  be  the  joint  work  of  the  principal  parties  concerned." 

These  sentiments  being  concurred  in  by  the  Government  of  the  United  States,  the  correspondence 
between  the  governments  was  continued,  and  finally  each  nation  was  invited  to  send  an  officer  to  hold  a 
conference  at  Brussels,  on  a  given  day. 

And  that  the  system  of  proposed  observation  and  of  combined  action  might  become  immediately 
available,  and  be  extended  to  its  widest  possible  field  of  operation,  it  was  determined  to  adapt  the  standard 
of  the  observations  to  be  made  to  the  capabilities  of  the  instruments  now  in  general  use  in  the  respective 
naval  services,  but  with  the  precaution  of  having  all  these  instruments  brought  under  the  surveillance  of 
parties  duly  appointed  to  examine  them  and  determine  their  errors;  as  this  alone  would  render  the 
observations  comparable  with  each  other  through  the  medium  of  their  respective  standards. 

The  Conference  opened  its  proceedings  at  Brussels,  on  August  23,  1853,  at  the  residence  of  M. 
Piercot,  the  Minister  of  the  Interior,  to  whom  the  thanks  of  the  Conference  are  especially  due. 

M.  Quetelet  was  unanimously  elected  President. 

Before  entering  upon  any  discussion,  it  was  the  desire  of  all  the  members  of  the  Conference  that  it 


*  Sec  Sailing  Directions,  by  Maury. 
26 


20^  THE  WIND  AND  CURRENT  CHARTS. 

should  be  clearly  understood  that,  in  taking  part  in  the  proceedings  of  the  meeting,  they  did  not  in  any 
degree  consider  themselves  as  committing  their  respective  governments  to  any  particular  course  of  action, 
having  no  authority  whatever  to  pledge  their  country  in  any  way  to  these  proceedings. 

The  objects  of  the  meeting  having  been  explained  by  Lieutenant  Maury,  of  which  the  substance  has 
been  already  given,*  the  Conference  expressed  its  thanks  to  that  officer,  for  the  enlightened  zeal  and 
earnestness  he  had  displayed  in  the  important  and  useful  work  which  forms  the  subject  of  the 
deliberations  of  the  Conference. 

In  concerting  a  plan  of  uniform  observation,  in  which  all  nations  might  be  engaged,  the  most  obvious 
difficulty  which  arose,  was  from  the  variety  of  scales  in  use  in  different  countries.  It  is  much  to  be 
desired  that  this  inconvenience  should  be  removed  ;  but  it  was  a  subject  upon  which  the  Conference,  after 
mature  deliberation,  determined  not  to  recommend  any  modification,  but  to  leave  to  each  nation  to 
continue  its  scales  and  standards  as  heretofore ;  except  with  regard  to  the  thermometers,  which  it  was 
agreed  should,  in  addition  to  the  scale  in  use  in  any  particular  service,  have  that  of  the  centigrade  placed 
upon  it,  in  order  to  accustom  observers  in  all  services  to  its  use,  with  a  view  to  its  final  and  general 
adoption. 

The  advantages  of  concert  of  action  between  the  meteorologist  on  land  and  the  navigator  at  sea,  were 
so  obvious,  that,  looking  forward  to  the  establishment  of  a  universal  system  of  meteorological  observation 
upon  both  elements,  it  was  thought  that  the  consideration  of  scales  would,  with  greater  propriety,  be  left 
for  that  or  some  such  occasion. 

As  to  the  instruments  to  be  recommended,  the  Conference  determined  to  add  as  few  as  possible  to 
such  as  were  in  common  use  in  vessels  of  war ;  but  regarding  accuracy  of  observation  as  of  paramount 
importance,  the  Conference  felt  it  to  be  a  matter  of  duty,  to  recommend  the  adoption  of  accurate  instru- 
ments, of  barometers  and  thermometers  especially  that  have  been  carefully  compared  with  recognized 
standards,  and  have  had  their  errors  accurately  determined ;  and  that  such  instruments  only  should  be 
used  on  board  every  man-of  war  co-operating  in  this  system,  as  well  as  on  board  any  merchantman,  as  far 
as  it  may  be  practicable. 

The  imperfection  of  instruments  in  use  at  sea  is  notorious.  The  barometer  having  hitherto  been  used 
principally  as  a  monitor  to  the  mariner,  to  warn  him  by  its  fluctuations  of  the  changes  in  prospect,  its 
absolute  indication  of  pressure  has  been  but  little  regarded ;  and  makers  seldom  if  ever  determine  the  real 
errors  of  these  instruments,  or,  if  known,  still  more  rarely  ever  furnish  the  corrections  with  the  instruments 
themselves. 

That  an  instrument  so  rude  and  so  abundant  in  error,  as  is  the  marine  barometer  generally  in  use, 


*  See  the  Minutes  of  the  Proceedings  of  the  Confei'ence. 


MARITIME   CONFERENCE  AT  BRUSSELS.  203 

should,  in  this  age  of  invention  and  improvement,  be  found  on  board  any  ship,  will  doubtless  be  regarded 
hereafter  with  surprise;  and  it  will  be  wondered  how  an  instrument  so  important  to  meteorology  and  so 
useful  to  navigation,  should  be  permitted  to  remain  so  defective  that  meteorologists,  in  their  investigations 
concerning  the  laws  of  atmospheric  pressure,  are  compelled,  in  great  measure,  to  omit  all  reference  to 
the  observations  which  have  been  taken  with  them  at  sea.  The  fact  will,  it  is  believed,  afford  a  com- 
mentary upon  the  marine  barometers  now  in  use,  which  no  reasoning  or  explanation  can  render  more 
striking. 

It  was  the  opinion  of  the  Conference  that  it  would  not  be  impossible,  considering  the  spirit  of  inven- 
tion and  improvement  that  is  now  abroad  in  the  world,  to  contrive  a  marine  barometer  which  might  be  sold 
at  a  moderate  price,  that  would  fulfil  all  the  conditions  necessary  to  make  it  a  good  and  reliable  instrument; 
and  a  resolution  was  passed  to  that  effect,  in  order  to  call  the  attention  of  the  public  to  the  importance  of 
an  invention,  which  would  furnish  the  navigator  with  a  marine  barometer  that,  at  all  times,  and  in  all 
weathers  at  sea,  would  afford  the  means  of  absolute  and  accurate  determinations. 

The  Conference  was  also  of  opinion  that  an  anemometer,  or  an  instrument  that  would  enable  the 
navigator  to  measure  the  force,  velocity,  and  direction  of  the  wind  at  sea,  was  another  desideratum. 

The  Conference  was  of  opinion  that  the  mercurial  barometer  was  the  most  proper  instrument  to  be 
used  at  sea  for  meteorological  purposes,  and  that  the  aneroid  should  not  be  substituted  for  it. 

With  regard  to  thermometers,  the  Conference  does  not  hesitate  to  say,  that  observations  made  with 
those  instruments  the  errors  of  which  are  not  known,  are  of  little  value;  and  it  is,  therefore,  recommended, 
as  a  matter  well  worth  the  attention  of  co-operators  in  this  s^^stem  of  research,  whether  some  plan  may  not 
be  adopted  in  different  countries,  for  supplying  navigators,  as  well  in  merchantmen  as  in  men-of-war,  with 
thermometers  the  errors  of  which  have  been  accurately  determined. 

For  the  purposes  of  meteorology,  various  adaptations  of  the  thermometer  have  been  recommended, 
such  as  those  which  refer  to  hygrometry  and  solar  radiation ;  and  accordingly  a  space  will  be  found  in  the  • 
columns  for  temperature  by  thermometers,  with  dry,  wet,  and  colored  bulbs.  With  these  exceptions,  the 
only  instrument,  in  addition  to  those  generally  used  at  sea,  for  which  the  Conference  has  thought  proper 
to  recommend  a  column,  is  that  for  specific  gravity;  the  cost  of  this  instrument  is  too  insignificant  to  be 
mentioned. 

The  reasons  for  recommending  the  use  at  sea  of  the  wet,  the  white  and  black  bulb  thermometers  are 
obvious;  but  with  regard  to  the  thermometer  with  a  bulb  the  color  of  sea  water,  and  the  introduction  on 
board  ship  of  a  regular  series  of  observations  upon  the  specific  gravity  of  sea  water,  it  may  be  proper  to 
remark  that,  as  the  whole  system  of  ocean  currents  and  of  the  circulation  of  sea  water  depends  in  some 
degree  upon  the  relative  specific  gravities  of  the  water  in  various  parts  of  the  ocean,  it  was  judged  desirable 
to  introduce  columns  for  this  element,  and  to  recommend  that  observations  should  be  carefully  made  with 
regard  to  it,  both  at  and  below  the  surface. 

With  respect  to  the  thermometer  having  a  bulb  of  the  color  of  sea  water,  it  is  unnecessary  to  say  more 


204  THE  WIND  AND   CURRENT   CHARTS. 

in  favor  of  its  use  on  board  ship,  than  that  the  object  is  to  ascertain,  whether  or  not  such  observations  will 
throw  any  light  upon  the  psychrometry  of  the  sea,  or  upon  any  of  the  various  interesting  phenomena  con- 
nected with  the  radiation  from  the  surface  of  the  ocean. 

In  bringing  to  a  conclusion  the  remarks  upon  instruments,  the  Conference  considered  it  desirable,  in 
order  the  better  to  establish  uniformity,  and  to  secure  comparability  among  the  observations,  to  suggest,  as 
a  measure  conducive  thereto,  that  a  set  of  the  standard  instruments  used  by  each  of  the  co-operating 
governments,  together  with  the  instructions  which  might  be  given  by  such  government  for  their  use, 
should  be  interchanged. 

The  object  of  the  Conference  being  to  secure  as  far  as  possible  uniformity  of  record,  and  such  a  disposi- 
tion of  the  observations  that  they  would  admit  of  ready  comparison,  the  annexed  form  of  register  was  con- 
certed and  agreed  upon.  The  first  columns  of  this  form  will  receive  the  data  which  the  Government  of  the 
United  States  requires  merchant  vessels  to  supply  in  order  to  entitle  them  to  the  privileges  of  co-operators 
in  this  system  of  research,  and  may,  therefore,  be  considered  as  the  minimum  of  what  is  expected  of  them. 
This  condition,  it  may  be  as  well  to  state  here,  requires  that  at  least  the  position  of  the  vessel  and  the  set 
of  the  current,  the  height  of  the  barometer,  the  temperature  of  the  air  and  water  should  each  be  determined 
once  a  day,  the  force  and  direction  of  the  wind  three  times  a  day,  and  the  observed  variation  of  the  needle 
occasionally. 

Every  abstract  log  kept  by  a  merchant  vessel  should  contain  at  least  what  is  here  recommended. 
Anything  more  would  enhance  its  value,  and  make  it  more  acceptable. 

The  remaining  columns  are  intended  principally  for  men-of  war  to  fill  up,  in  addition  to  those  above 
mentioned  ;  but  it  is  believed  that  there  are  many  officers  in  the  mercantile  navy  also  who  are  competent 
to  this  undertaking,  and  who  will,  it  is  hoped,  be  found  willing  to  distinguish  themselves  in  this  joint 
action  for  the  mutual  benefit  of  the  services. 

In  the  compilation  of  this  form,  the  Conference  has  had  carefully  in  view  the  customs  of  the  service 
and  the  additional  amount  of  attention  which  these  duties  will  require;  and  it  is  believed  that  the  labor 
necessary  for  the  purpose,  at  least  to  the  extent  specified  in  the  instructions  for  filling  up  the  columns,  is 
only  such  as  can  be  well  performed  under  ordinary  circumstances,  and  it  has  considered  it  a  mini7num, 
and  looks  with  confidence  to  occasional  enlarged  contributions  from  zealous  and  intelligent  laborers  in  the 
great  cause  of  science. 

The  directions  for  filling  up  the  columns  and  for  making  certain  observations,  it  will- be  seen  by  the 
Minutes,  were  limited  to  such  only  as  seemed  necessary  to  the  Conference  to  insure  uniformity  of  observa- 
tion. This  subject  received  the  benefit  of  much  discussion  before  the  meeting,  and  it  was  considered  most 
advisable  to  confine  the  matter  to  hints ;  which,  it  is  hoped,  will  be  found  sufficient,  when  embodied  in  the 
instructions  which  each  nation  will  probably  issue  with  the  forms,  to  insure  that  most  desirable  end, 
uniformity. 


MARITIME   CONFERENCE   AT   BRUSSELS.  205 

The  Conference,  having  brought  to  a  close  its  labors  with  respect  to  the  facts  to  be  collected,  and  the 
means  to  be  employed  for  that  purpose,  has  now  only  to  express  a  hope  that  whatever  observations  may 
be  made  will  be  turned  to  useful  account  when  received,  and  not  be  suffered  to  lie  dormant  for  the  want 
of  a  department  to  discuss  them ;  and  that,  should  any  government,  from  its  limited  means,  or  from  the 
paucity  of  the  observations  transmitted,  not  feel  itself  justified  in  providing  for  their  separate  discussion, 
it  is  hoped  that  it  will  transfer  the  documents  or  copies  of  them  to  some  neighboring  power,  which  may 
be  more  abundantly  provided,  and  willing  to  receive  them. 

It  is  with  pleasure  that  the  Conference  has  learned  that  the  Government  of  Sweden  and  Norway  has 
notified  its  intention  of  co-operating  in  the  work,  and  that  the  king  has  commanded  the  logs  kept  by  his 
Swedish  subjects  to  be  transmitted  to  the  Eoyal  Academy  of  Science  at  Stockholm ;  and  also  that,  in  the 
Netherlands,  Belgium,  and  Portugal,  measures  have  been  taken  to  establish  a  department  for  the  same 
purpose,  and  that  the  Admiralty  of  Great  Britain  has  expressed  its  intention^  of  giving  instructions  for 
meteorological  observations  to  be  made  throughout  the  Eoyal  Navy. 

The  Conference  has  avoided  the  expression  of  any  opinion  as  to  the  places  or  countries  in  which  it 
would  be  desirable  to  establish  offices  for  the  discussion  of  the  logs ;  but  it  is  confidently  hoped  that, 
whatever  may  be  done  in  this  respect,  there  will  be  always  a  full  and  free  interchange  of  materials,  and  a 
frequent  and  friendly  intercourse  between  the  departments ;  for  it  is  evident  that  much  of  the  success  of 
the  plan  proposed  will  depend  upon  this  interchange,  and  upon  the  frankness  of  the  of&cers  who,  in  the 
several  countries,  may  conduct  these  establishments. 

Lastly,  the  Conference  feels  that  it  would  but  inadequately  discharge  its  duties,  did  it  close  this  report 
without  endeavoring  to  procure  for  these  observations  a  consideration  which  would  secure  them  from 
damage  or  loss  in  time  of  war,  and  invites  that  inviolate  protection  which  science  claims  at  the  hands  of 
every  enlightened  nation ;  and  that,  as  vessels  on  discovery  or  scientific  research  are,  by  consent,  suffered 
to  pass  unmolested  in  time  of  war,  we  may  claim  for  these  documents  a  like  exemption ;  and  hope  that 
observers,  amidst  the  excitement  of  war,  and  perhaps  enemies  in  other  respects,  may  in  this  continue  their 
friendly  assistance,  and  pursue  their  occupation,  until  at  length  every  part  of  the  ocean  shall  be  brought 
within  the  domain  of  philosophic  research,  and  a  system  of  investigation  shall  be  spread  as  a  net  over  its 
surface,  and  it  become  rich  in  its  benefit  to  commerce,  navigation,  and  science,  and  productive  of  good  to 
mankind. 

The  members  of  the  Conference  are  unwilling  to  separate  without  calling  the  attention  of  their 
respective  governments  to  the  important  and  valuable  assistance  which  it  has  received  from  the  Belgian 
Government.  That  the  Conference  has  been  enabled  to  draw  its  labors  to  so  speedy  and  satisfactory  a 
close,  is  in  a  great  measure  owing  to  the  facilities  and  conveniences  for  meeting  and  deliberating,  which 
have  been  afforded  by  His  Majesty's  Government. 

Signed  at  Brussels,  this  8th  day  of  September,  1853. 

Belgium — MM.  Quetelet,  President ;  Lahure.  Denmark — P.  Kothe.  France — Delamarche.  Great 
Britain — F.  W.  Beechey,  H.  James.  Netherlands — Jansen.  Norway — Ihlen.  Portugal 
— De  Mattos  Corr^a.  Russia— Gorkovenko.  Sweden— Pettersson.  United  States— Maury. 


SOf  THE  WIND  AND  CUKRENT  CHARTS, 

The  Brussels  Conference  did  not  pretend  to  prescribe  any  series  of  observations  for  merchantmen. 
They  are  the  amateur  meteorologists  of  the  sea ;  their  assistance  is  valuable,  and  their  hearty  co-operation 
greatly  to  be  desired.  But  inasmuch  as  the  power  to  compel  merchant  captains  to  keep  an  abstract  log, 
according  to  the  form  prescribed,  and  with  proper  instruments,  is  not  the  same  in  all  countries ;  and 
inasmuch  as  the  relations  between  the  merchant  captain  and  his  government  are  both  special  and 
peculiar,  according  to  the  flag  under  which  he  sails,  it  was  deemed  wisest  and  best  to  leave  it  to  each 
government  to  select  the  columns  from  the  abstract  log  proposed,  which  its  merchantmen  should  be 
required  to  fill. 

Not  so  with  the  men-of-war.     Here  the  government  has  but  to  command,  and  it  is  done. 

So,  too,  with  the  meteorologists  on  the  land.  The  great  body  of  them  also  is  made  up  of  amateurs. 
But  governments  have  their  military  posts,  their  light-houses,  hospitals,  institutions  of  learning,  observa- 
tories, and  other  public  establishments  answering  to  men-of-war,  where  meteorological  observations  have 
already  been  instituted,  or  where  they  may  be  instituted  almost  without  cost.  . 

Meteorological  observations,  whether  made  by  sea  or  land,  unless  they  be  discussed,  properly  collated 
and  published,  have  very  little  value. 

Now,  in  most  governments,  there  is  provision  already  made  for  discussing  and  publishing  such 
observations  as  are  made  at  government  establishments,  and  it  is  to  governments  that  we  must  look  chiefly 
for  preliminary  discussions  and  early  publications. 

The  most  liberal  and  enlightened  offer  on  the  part  of  the  Secretary  of  the  Navy,  to  furnish  with  a  set 
of  Wind  and  Current  Charts,  every  merchant  captain,  whatever  his  flag,  who  will  assist  in  collecting 
materials  for  them,  secures  the  co-operation  of  this  most  able  and  efficient  class  of  observers  in  carrying 
out  the  system  of  observations  at  sea,  as  recommended  by  the  Brussels  Conference. 

A  similar  offer  on  the  part  of  each  government  to  its  own  amateur  meteorologists,  with  regard  to  the 
observations  on  the  land,  would  not  jail  to  secure  for  the  proposed  universal  system  the  hearty  co-opera- 
tion of  this  class  also. 

Meteorological  observations  which,  after  being  made,  remain  in  pigeon-holes  without  being  published, 
had  almost  as  well,  all  will  admit,  so  far  as  the  world  is  concerned,  not  have  been  made.  And  meteoro- 
logical observations,  though  never  so  well  made  at  an  isolated  station,  and  though  they  be  ably  discussed 
and  duly  published,  yet  even  they  are  possessed  of  comparatively  little  value,  unless  they  be  compared 
and  grouped  with  others  taken  under  like  circumstances  in  other  parts  of  the  world.  When  this  is  done, 
their  true  value  begins  to  appear. 

The  whole  earth  is  surrounded  with  meteorological  agencies,  which  have  a  direct  bearing  upon  its 
productions,  and  climates,  and  the  well-being  of  all  its  inhabitants. 

They  are  equally  interested  in  the  interpretation  of  the  laws  which  govern  those  subtile  agencies,  and, 
therefore,  it  is  proper  that  all  nations  should  unite  in  one  general  effort  to  read  them  correctly. 

So  far  as  the  sea  is  concerned,  this  has  been  done.  A  joint  national  and  individual  co-operation  has 
been  established,  and,  consequently,  legislatures   have  not  been   called  on  for   additional   and   heavy 


I 


MARITIME   CONFERENCE   AT  BRUSSELS.  207 

appropriations,  or  any  grievous  or  new  imposition  of  taxes ;  neither  have  citizens  or  subjects  been 
subjected  to  any  new  system  of  taxation,  to  carry  on  a  work  which  all  are  willing  to  support. 

Now,  so  far  as  the  land  is  concerned,  each  government  may  obtain  the  ready  and  willing  co-operation 
of  its  own  citizens  or  subjects  engaged  observing  as  amateur  meteorologists,  and  that  too  at  a  cost  stiU 
more  trifling  than  that  by  which  the  ocean  has  been  brought  regularly  within  the  domains  of  meteorolo- 
gical investigation. 

Every  State  in  Christendom  already  has  oiie  or  more  meteorological  observatories,  from  which 
published  observations  are  issued  to  the  world  at  occasional  or  stated  intervals. 

Now,  should  a  universal  system  be  adopted  by  these  States,  every  government  may  procure  amateur 
co-operation  within  its  own  borders  to  any  extent,  and  at  no  greater  cost  than  that  of  a  printed  copy  of  ita 
observations  to  each  one  of  its  own  citizens,  who  would  provide  himself,  at  his  own  expense,  with  the 
requisite  instruments,  and  who  would  make  the  observations  according  to  the  prescribed  form,  and  return 
them  to  the  proper  office  for  discussion  and  publication. 

This  is  what  the  United  States  have  done  with  regard  to  the  observations  at  sea — two-thirds  of  the 
whole  meteorological  field  of  the  earth. — There,  the  merchantmen  are  the  amateurs  ;  and  by  offering  them, 
for  their  co-operation,  a  copy  of  the  nautical  works  which  their  observations  help  to  make,  the  ocean  has 
become  literally  dotted  with,  floating  observatories,  already  fitted  with  instruments,  and  furnished  with 
observers  at  private  charge. 

So,  too,  any  required  number  of  free  volunteer  co-laborers  on  the  land,  may  be  enlisted  in  this  general 
field  of  research,  merely  by  the  offer,  on  the  part  of  their  government,  to  give  them  a  coj^y  of  the  published 
works  which  their  observations  may  help  to  make. 

These  amateurs  would  not,  in  many  cases  probably,  be  able  to  furnish  their  observatories  with 
complete  sets  of  self- registering  instruments ;  but  as  to  the  ordinary  instruments  there  can  be  no  doubt, 
and  would  be  no  difficulty. 

Who  shall  take  up  this  subject  and  become  its  champion  ? 

My  field  is  the  sea ;  and  though  many  of  the  observations  made  there  suggest,  in  urgent  terms,  the 
importance  which  corresponding  observations  on  shore,  and  concert  among  observers  on  the  land,  would 
be  to  us  in  our  system  of  research,  yet  I  am  not  clear  as  to  the  propriety  of  my  taking  any  very  active 
initiatory  part  with  reference  to  the  assembling  of  a  general  meteorological  congress,  for  the  purpose  of 
devising  a  system  of  observations  which,  embracing  both  sea  and  land,  shall  be  universal.  I  hope  the 
matter  will  be  taken  up  by  abler  and  stronger  hands  by  far  than  mine. 

Keturning  from  this  review  of  a  general  conference  among  meteorologists,  to  the  proceedings  of  the 
Brussels  Conference,  with  regard  to  the  form  of  an  abstract  log  for  merchantmen,  it  was  understood  that 
the  powers  of  the  Conference  did  not  extend  beyond  men-of-war,  and  that  the  officers  of  the  various  navies 
therein  represented  were  better  judges  than  the  Conference  could  be,  as  to  what  observatiops,  and  what 
part  of  the  man-of-war  log,  the  merchantmen  of  his  country  could  or  would  undertake. 

These  principles  and  data  were,  however,  laid  down  as  indispensable,  viz:  1.  Every  log  of  every 


208  THE  WIND  AND  CURRENT  CHARTS. 

co-operating  merchantman,  whatever  his  flag,  must  give  at  the  least,  the  longitude  and  latitude  of  the  ship 
daily ;  the  height  of  the  barometer,  and  the  readings  of  both  the  air  and  the  water  thermometer,  not  less 
than  once  a  day  ;  the  direction  and  force  of  the  wind  three  times  a  day,  first,  middle,  and  latter  part ;  the 
variation  of  the  compass  occasionally;  and  the  set  of  the  current  whenever  encountered.  2.  That  these 
observations,  to  be  worth  having,  must  be  accurately  made,  and  that,  as  every  thermometer  or  barometer 
has  its  sources  of  error,  consequently  every  shipmaster,  who  undertakes  hereafter  to  co-operate  with  us, 
and  keep  an  abstract  log,  should  have  his  barometer  and  thermometer  accurately  compared  with  standard 
instruments,  the  errors  of  which  have  been  accurately  determined. 

These  errors  the  master  should  enter  in  the  log ;  the  instruments  should  be  numbered,  and  he  should 
so  keep  the  log  as  to  show  what  instrument  is  in  use.  For  instance,  a  master  goes  to  sea  with  thermo- 
meters Nos.  4719,  1,  12,  &c.,  their  errors  having  been  ascertained  and  entered  on  the  blank  page  for  the 
purpose  in  the  abstract  log.  He  first  uses  No.  12.  Let  it  be  so  stated  in  the  column  of  Eemarks,  when 
the  first  observation  is  recorded,  thus :  thermometer  No.  12.  During  the  voyage,  No.  12  gets  broken,  or 
for  some  reason  is  laid  aside,  and  another,  say  4719,  is  brought  into  use.  So  state,  when  the  first  observa- 
tion with'it  is  recorded,  and  quote  in  the  column  of  Remarks  the  errors  both  of  Nos.  12  and  4719.  Now, 
with  such  a  statement  of  errors  given  in  the  log,  for  each  of  these  instruments,  according  to  its  number, 
the  observations  may  be  properly  corrected  when  they  come  up  here  for  discussion. 

It  is  as  rare  to  find  a  barometer  or  a  thermometer  that  has  no  error,  as  it  is  to  find  a  chronometer 
without  error.  A  good  thermometer,  the  error  of  which  the  maker  should  guarantee  not  to  exceed  in  any 
part  of  the  scale  1°,  will  cost  in  the  United  States  not  less  than  $2,  perhaps  $2  50. 

The  errors  of  thermometers  sometimes  are  owing  to  inequalities  in  the  bore  of  the  tube,  sometimes  to 
errors  of  division  on  the  scale,  &c.  Therefore,  in  comparing  thermometers  with  a  standard,  they  should 
be  compared  at  least  for  every  degree  between  melting  ice  and  blood  heat. 

The  hours  at  which  observations  are  most  important,  are  denoted  by  large  figures  ;  and  the  columns 
which  it  is  most  important  for  merchantmen  to  fill  up  are  marked,  in  the  Brussels  form,  given  in  the 
abstract  log;  (a)  for  those  which  are  indispensable;  {b)  for  the  next  most  important;  (c)  for  the  next,  and 
so  on. 

We  are  now  about  to  turn  over  a  new  leaf  in  navigation,  on  which  we  may  confidently  expect  to  see 
recorded  much  information  that  will  tend  to  lessen  the  dangers  of  the  sea,  and  to  shorten  the  passage  of 
vessels. 

We  are  about  to  open  in  the  volume  of  Nature,  a  new  chapter,  under  the  head  of  Marine  Meteoro- 
logy. In  it  are  written  the  laws  that  govern  those  agents  which  the  "winds  and  the  sea  obey."  In  the 
true  interpretation  of  these  laws,  and  the  correct  reading  of  this  chapter,  the  planter  as  well  as  the 
merchant,  the  husbandman  as  well  as  the  mariner,  and  States  as  well  as  individuals,  are  concerned.  They 
have  a  deep  interest  in  these  laws.  For,  with  the  hygrometrical  conditions  of  the  atmosphere,  the  well- 
being  of  plants  and  animals  is  involved.  The  health  of  the  invalid  is  often  dependent  upon  a  dry  or  a 
damp  atmosphere,  a  cold  blast  or  a  warm  wind. 


MARITIME   CONFEKENCE   AT  BRUSSELS.  209 

The  atmospliere  pumps  up  our  rivers  from  the  sea,  and  transports  them  through  the  clouds  to  their 
Bources  among  the  hills;  and  upon  the  regularity  with  which  this  machine,  whose  motions,  parts,  and 
offices  we  now  wish  to  study,  lets  down  that  moisture,  and  the  seasonable  supply  of  rain  which  it  furnishes 
to  each  region  of  country,  to  every  planter,  and  upon  all  cultivated  fields,  depend  the  fruitfulness  of  this 
country,  the  sterility  of  that. 

The  principal  maritime  nations,  therefore,  have  done  well  by  agreeing  to  unite  upon  one  plan  of 
observation,  and  to  co-operate  with  their  ships  on  the  high  seas  with  the  view  of  finding  out  all  that 
patient  research,  systematic,  laborious  investigation  may  reveal  to  us  concerning  the  winds  and  the  waves. 

Accordingly,  every  one  who  uses  the  sea  is  commanded  or  invited  to  make  certain  observations  • 
or,  in  other  words,  to  propound  certain  queries  to  Nature,  and  to  give  us  a  faithful  statement  of  the  replies 
she  may  make. 

Now,  unless  we  have  accurate  instruments,  instruments  that  will  themselves  tell  the  truth,  it  is 
evident  that  we  cannot  get  at  the  real  meaning  of  the  answers  that  Nature  may  give  us. 

An  incorrect  observation  is  not  only  useless  of  itself,  but,  when  it  passes  undetected  among  others 
that  are  correct,  it  becomes  mischievous ;  for  it  vitiates  results  that  are  accurate,  places  before  us  wrong 
premises,  and  thus  renders  the  good  of  no  value. 

With  this  explanation  to  gallant  American  shipmasters  co-operating  with  me,  the  results  of  whose 
labors  are  seen  in  the  works  of  this  office,  I  appeal  to  their  spirit  and  pride,  and  leave  it  for  each  one  to 
decide  what  additional  instruments  he  will  take  with  him  to  sea ;  what  columns  of  the  new  log  he  will 
undertake  to  fill,  and  at  what  other  than  the  usual  hours  he  will  observe. 

I  leave  this  to  their  intelligence  and  judgment,  in  the  full  confidence  that,  when  the  next  maritime 
conference  meets  to  compare  notes,  and  discuss  new  points,  he  who  has  the  honor  to  represent  our  country 
there,  will  not  be  ashamed  to  lay  the  contributions  of  the  American  merchant  marine  before  the  meeting, 
or  to  see  them  compared  with  the  best  offerings  from  other  flags. 

And  that  each  one  may  have  it  in  his  power  to  contribute  according  to  his  inclination  and  ability,  I 
have  given,  on  pages  192,  193  of  this  work,  the  form  of  the  man-of-war  log;  and  under  it,  on  the  same 
two  pages,  the  form  of  the  abstract  log  fur  the  merchant  service.  I  call  this  the  "Log  for  the  Merchant 
Service,"  because  the  observations  called  for  in  it  are  a  minimum.  Every  merchant  captain  who  wishes 
to  co-operate  with  us,  must  furnish  at  least  what  the  blanks  of  that  form  call  for,  in  order  that  he  may 
be  entitled  to  the  Charts,  and  these  Sailing  Directions. 

There  are  many  clever  men  in  the  merchant  service  who  have  been  co-operating  with  me  from  the 
beginning;  and  there  are  many  more  who  are  ready,  willing,  and  competent  to  give  all  the  information 
that  the  most  complete  man-of-war  abstract  calls  for.  To  all  such,  I  shall  be  most  happy  to  furnish  man- 
of-war  blanks. 

Abstracts  according  to  this  form  are  wanted  for  all  parts  of  the  ocean,  and  for  every  sea,  and 
particularly  for  the  China  Seas,  and  the  Indian  and  Pacific  Oceans. 

There  is  a  promise  of  much  activity  among  friends  in  the  East  Indies  upon  this  subject,  and  of 
27 


210  THE  WIND  AND  CURRENT  CHARTS. 

many  valuable  contributions  for  the  construction  of  charts  independently  of  what  American  shipmasters 
may  furnish  for  me.  In  1851,  a  meteorological  society  was  established  at  the  Mauritius,  under  the  especial 
patronage  of  the  enlightened  Governor,  Mr.  Higginson,  and  with  the  indefatigable  Meldrum  for  secretary. 
This  Society  is  rendering  most  important  services  to  the  cause;  it  is  avowedly  co-operating  with  us,  and 
it  makes  it  a  regular  part  of  its  duties  to  collect  the  abstract  logs  of  vessels  arriving  at  that  important 
meteorological  station. 

Since  1839,  Piddington  has  been  at  work  in  Calcutta,  almost  solitary  and  alone,  till  now.  He  has, 
however,  collected  a  vast  amount  of  information  concerning  storms,  from  which  his  cyclonology  has  sprung. 

.At  Madras,  there  is  a  well-founded  meteorological  observatory  under  the  charge  of  Major  Jacob,  au 
officer  of  distinguished  merit  and  high  attainments. 

Sir  Henry  Pottinger,  and  Dr.  Ford,  the  meteorologist,  are  also  in  India.  Their  previous  history  is  a 
guarantee  of  sympathy  and  support  from  them,  in  any  undertaking  to  advance  science  and  the  good  of 
mankind. 

Mr.  Fergusson,  an  officer  of  the  Indian  Navy,  in  charge  of  the  Bombay  Observatory,  is  engaged  in 
collecting  materials  for,  and  in  the  construction  of,  a  set  of  wind  and  current  charts  for  the  Indian  Ocean. 

A  great  step  has  already  been  accomplished  towards  "  uniformity"  of  observations  by  placing  within 
the  reach  of  co-operators  at  sea  good  and  accurate  instruments,  especially  barometers  and  thermometers. 
Through  the  kindness  and  industry  of  the  Kew  Committee  of  the  British  Association  this  has  been  done ; 
and,  as  it  is  a  matter  of  interest  to  those  who  are  laboring  in  this  field,  I  quote  a  letter  from  Mr.  Gassiot 
upon  the  subject : — 

London,  July  18,  1854. 

Sir:  I  am  directed  by  the  Kew  Committee  of  the  British  Association  to  acquaint  you  that, after  much 
consideration,  they  have  decided  on  the  barometer  which  they  consider  most  applicable  for  marine 
observations,  and  that  those  ordered  by  Mr.  Stevens  for  the  use  of  the  U.  S.  Navy  are  of  that  construction. 

In  selecting  the  form  of  marine  barometer  best  adapted  to  the  purpose  of  making  observations  at  sea, 
the  Committee  have  endeavored  to  combine  convenience  and  economy  with  accuracy,  durability,  and 
simplicity  in  construction  and  adjustment. 

The  barometer  proposed  by  Mr.  Adie  appears  to  them  to  fulfil  those  conditions  in  a  satisfactory 
manner.  Its  action  at  sea  has  been  tested,  under  their  superintendence,  by  Mr.  Welsh,*  on  two  occasions, 
once  in  a  voyage  to  Leith  and  back,  and  subsequently  to  the  Island  of  Jersey.  The  general  conclusion 
arrived  at  in  those  trials  is  that,  in  order  to  reduce  the  pumping  of  the  mercury  within  convenient 
limits,  it  is  necessary  to  have  the  tube  contracted  to  such  an  extent,  that  the  mercury  will  take  about 
twenty  minutes  to  fall  from  the  top  of  the  tube  to  the  height  indicating  the  true  pressure  of  the 
atmosphere  at  the  time.     From  comparisons  made  at  Kew  with  the  standard  there,  it  has  been  found 


*  I  am  indebted  also  to  Mr.  Welsh  for  compariDg  with  the  Kew  standard  many  hundred  thermometers  for  the  navy,  none  of  which 
have  an  error  exceeding  lialf  a  degree  (-j-  0°.5)  in  any^part  of  the  scale ;  generally,  their  maximum  amount  of  error  does  not  amount  to 
half  that  quantity. 


I 


MARITIME   CONFKRENCE   AT  BRUSSELS.  211 

that,  owing  to  this  contractioa  in  the  tube,  the  absolute  freedom  of  the  mercury  is  to  a  small  extent 
interfered  with,  as  the  motion  of  the  mercury  in  the  standard  barometer  is  always  a  little  in  advance  of  the 
marine  barometer ;  that  is,  when  the  mercury  is  rising  from  increasing  pressure  of  the  atmosphere,  the 
marine  barometer  is  a  little  lower  than  the  standard ;  and  on  the  contrary,  when  the  mercury  is  falling,  the 
marine  barometer  is  a  little  higher.  The  amount  of  this  retardation  is,  however,  very  small — something  less 
than  one  hundredth  of  an  inch,  and,  from  its  being  in  opposite  directions  in  a  rising  and  falling  barometer, 
will  produce  no  error  in  the  mean  height  of  the  barometric  column ;  it  will,  however,  to  some  extent,  mask 
the  smaller  changes,  such  as  the  hourly  variation.  It  should  be  remarked,  however,  that  the  motion  of  the 
ship  will  always  tend  to  diminish  the  amount  of  the  retardation,  and  it  is  believed  will,  in  general,  nearly 
destroy  it. 

The  instrument  is  constructed  by  Mr.  Adie,  of  395  Strand.  The  price,  including  cost  of  packing-case, 
ten  shillings  for  verification  at  the  Kew  Observatory,  carriage  there  and  subsequent  delivery  in  London, 
will  be  ^3  15s.  6c?.,  at  which  price  Mr.  Adie  is  prepared  to  supply  any  quantity  that  may  be  required. 

I  have  the  honor  to  be,  sir,  your  obedient  servant, 

(Signed)        JOHN  P.  GASSIOT, 
Chairman  of  the  Kew  Committee,  British  Association. 

I  recommend,  therefore,  Mr.  Adie's  Marine  Barometer  of  Kew,  to  all  shipmasters  who  are  co-ope- 
rating with  me,  and  who  desire  to  have  a  really  good  marine  barometer — one,  the  observations  with  which 
will  be  truly  valuable,  because  being  made  with  an  accurate  instrument,  they  may  be  compared  with  the 
observations  of  other  standard  barometers  in  all  parts  of  the  world,  whether  ashore  or  afloat.  For  such  a 
purpose,  observations  with  the  common  marine  barometer  are  worth  comparatively  little ;  and  observations  with 
the  Aneroid,  "next  to  nothing."  Therefore,  when  an  Adie  or  Green's  "Mountain  Marine,"  of  New  York, 
equally  good,  is  used,  please  note  its  facts  at  the  beginning  and  end  of  the  abstract  log  for  every  voyage. 

Col.  Sabine,  of  the  Royal  Engineers,  as  well  as  the  Kew  Committee,  has  been  very  kind  with  his 
powerful  aid  in  behalf  of  our  labors,  by  assisting  me  in  procuring  proper  instruments,  and  in  lending 
a  hand  in  many  kind  ways.  I  am  indebted  also  to  Mr.  Glaisher,  of  the  Greenwich  Observatory,  to  Mr. 
Welsh,  of  Kew,  and  to  many  other  gentlemen  in  England,  for  kind  services  and  friendly  aid. 

The  makers  who  have  furnished  the  best  and  cheapest  thermometers  which  have  fallen  under  my. 
observation,  are  Mr.  James  Green,  422  Broadway,  New  York,  and  Messrs.  Negretti  &  Zambra,  11  Ilatton 
Garden,  London;  Green  furnishes  also  the  hydrometers  for  the  navy.  None  of  the  thermometers  of  either 
of  these  makes  that  have  fallen  under  my  observation,  have  errors  exceeding  a  fraction  of  one  degree. 

An  Institute  for  the  discussion  of  observations  made  by  the  Dutch  Marine  has  been  established  at 
Utrecht,  under  the  direction  of  Prof.  Ballot.  He  was  assisted  by  Lieut.  Jansen,  of  the  Dutch  Navy,  who 
was  most  zealous  in  the  cause.  I  regret  to  learn  that  this  officer  has  been  relieved  of  this  duty,  for  he 
was  a  most  accomplished  navigator,  and  had  displayed  both  zeal  and  ability  in  the  good  cause;  Lieut.  Van 
Gogh  succeeds  him.  This  Institute  has  gone  to  work  in  a  very  thorough  and  business-like  way.  It  is  the 
oldest  of  those  in  Europe  that  are  co-operating  with  us.    Lieut.  Jansen  writes: — 


212  THE  WIND  AliTD  CURRENT   CHARTS. 

"  During  the  time  I  have  been  in  office,  there  have  been  distributed  102  sets  of  Wind  and  Current 
Charts  to  Dutch  vessels,  all  of  which  had  all  the  instruments  compared  with  standards  on  board,  as 
recommended  by  the  Brussels  Conference,  and  ready  to  keep  the  man-of-war  log. 

"Most  of  them  are  bound  to  Australia  and  Java.  At  Amsterdam,  Eotterdam,  Dordrecht,  and 
Groningen,  there  are  commissioners  of  ship  owners  and  shipmasters  to  look  that  the  ships  who  receive 
Charts  have  the  required  instruments  on  board,  and  compare  those  with  the  standards. 

"At  Neu-deep,  Helvoetsluys,  and  Flessingen  there  are  standard  barometers.  At  noon,  with  the  time- 
signal,  the  reading  of  the  reduced  standard  barometer  is  put  at  the  harbor  master's  office,  for  comparison. 

"Every  month  in  winter  we  have  public  meetings  to  promote  the  researches  upon  the  ocean,  and  twice 
a  week  all  the  shipmasters  are  invited  to  the  Zeeman's  Hoop,  to  receive  there  explanation  and  instructioa 
of  the  Wind  and  Current  Charts,  or  abstract  log." 

In  England,  a  Wind  and  Current  Bureau  has  been  established  in  the  marine  department  of  the  Board 
of  Trade.  Capt.  Fitz  Koy  has  the  special  charge  of  it — a  sure  guarantee  that  good  work  is  to  be  done  there ; 
for  he  is  already  well  and  favorably  known  in  the  nautical  world  both  as  a  navigator  and  hydrographer, 
and  is  distinguished  for  the  good  services  he  has  rendered  the  cause  of  navigation  by  his  admirable  charts  of 
Cape  Horn  and  other  portions  of  the  world.  The  Wind  and  Current  Charts,  with  Sailing  Directions,  are 
sent  to  this  department  in  the  Board  of  Trade  for  distribution  among  British  shipping. 

Sweden,  Norway,  and  Denmark,  have  each  also  provided  for  giving  the  abstract  logs  kept  on  board 
their  vessels,  both  commercial  and  naval,  a  discussion  ;  and  they,  too,  no  doubt,  will  from  time  to  time  let 
the  commercial  world  have  the  benefit  of  whatever  useful  results  may  be  developed. 

Dr.  G.  J.  A.  D.  Pegado  is  at  the  head  of  the  Wind  and  Current  Bureau  in  Portugal.  He  has  dis- 
played both  energy  and  zeal  in  organizing  it,  and  preparing  standard  instruments  for  the  ships  that  sail 
under  that  flag. 

Spain,  also,  is  at  work  in  the  same  way.  The  Free  City  of  Hamburg,  and  the  Kepublic  of  Bremen  have 
each  taken  steps  to  have  the  abstract  logs  furnished  by  their  vessels  properly  disposed  of,  and  the  results 
contributed  to  the  common  fund  of  nautical  information  which  has  already  been  developed  by  these  researches. 
The  progress,  therefore,  that  has  been  made  with  this  joint  work  is  exceedingly  satisfactory,  and  the  future 
is  full  of  promise ;  and  I  hope  those  who  have  been  sending  their  observations  to  me  will  derive  encourage- 
ment from  the  statement. 


THE  TRACK  CHARTS. 


The  Charts,  numbered  series  A,  are  the  Trach  Charts.  Charts  of  this  letter  have  been  published  for 
the  North  Atlantic,  in  eight  large  sheets  ;  for  the  South  Atlantic,  in  six ;  for  the  North  Pacific  sheets,  six, 
seven,  eight,  nine,  ten,  and  eleven;  for  the  South  Pacific  sheets  five  and  ten,  and  for  the  Indian  Ocean 
sheets  four  and  five.  The  remaining  number  of  this  series,  both  for  the  Indian  and  Pacific  Oceans,  are  in 
process  of  construction.     They  are  all  on  a  scale  of  0.8  in.  to  a  degree  at  the  equator. 

The  different  sheets  of  this  series  show  at  a  glance  the  frequented  and  unfrequented  parts  of  the  ocean; 


THE  TRADE-WIND  CHARTS.  213 

tbey  inform  the  navigator  as  to  the  general  character  of  the  wind  and  weather,  the  force  and  direction  of 
the  currents  encountered  by  those  who  have  preceded  him  in  the  same  part  of  the  ocean,  and  at  the  same 
season  of  the  year. 

This  series,  as  far  as  published,  is  the  work  of  Lieutenants  "Whiting,  Porter,  "Wyman,  Balch,  Gibbon, 
Beaumont,  Temple,  and  WooUey;  and  of  Professors  Flye  and  Benedict,  all  of  the  navy. 


THE  TRADE-WIND  CHARTS. 

The  Charts  of  the  series,  marked  letter  B,  are  illustrative  of  the  trade-winds  and  the  regions  of  calma 
and  monsoons  contiguous  thereto.  They  are  constructed  according  to  a  peculiar  system  of  engraved 
squares. 

This  series,  published  only  for  the  Atlantic,  shows  that  the  K.  E.  trade-winds  occupy  a  belt  or  zone 
extending  in  length  from  east  to  west  across  that  ocean,  having  a  variable  breadth  of  from  17°  to  35°  of 
latitude.  Its  average  mean  breadth  is  about  23°;  and  in  its  extreme  range,  it  extends  from  3°  south  to 
85°  north,  according  to  the  season  of  the  year. 

This  zone  makes  two  vibrations  in  a  year.  It  reaches  its  extreme  northern  declination  usually  in 
September.  Then  returning,  and  following  the  sun,  it  reaches  its  southern  extreme  in  March  and  April. 
Being  stationary  for  two  or  three  months,  between  3°  and  4°  north,  it  commences  to  return  north,  and  in 
the  months  of  August,  September,  and  October,  its  other  stationary  period,  it  is  seldom  or  never  found  to 
the  south  of  the  parallel  of  9°  N.  The  parallel  of  9°  N".  may  be  taken  as  the  mean  limit  of  the  equatorial 
border  of  the  zone  of  N.  E.  trades. 

The  S.  E.  trade-winds  occupy  a  similar  zone  in  the  South  Atlantic,  with  a  like  vibratory  motion. 
The  mean  equatorial  limit  of  this  zone,  instead  of  being  near  the  parallel  of  9°  south,  to  correspond  with 
the  zone  of  the  northern  hemisphere,  is  in  about  3°  north. 

It  is  a  remarkable  phenomenon,  discovered  in  the  course  of  these  investigations,  that  the  S.  E.  trade- 
winds  blow  with  more  force  than  do  their  congeners  of  the  northern  hemisphere.  They  have  force  enough 
to  push  the  latter  with  their  belt  back  towards  the  north,  intruding  occasionally  in  the  late  summer, 
and  in  the  early  fall  months,  as  far  as  the  parallel  of  9°  north.  Whereas,  out  of  many  thousands  of  records 
examined,  it  does  not  appear  that  the  belt  of  N.  E.  trade-winds  is  ever  found  to  cross  the  parallel  of  3° 
south. 

The  two  zones  of  winds  are  characterized  by  a  like  difference  of  strength  in  the  Pacific.  The  S.  E. 
trade-winds  of  the  Atlantic  Ocean  have  force  enough  to  push  their  equatorial  limits  over  into  the  northern 
hemisphere,  and  to  maintain  them  there  during  the  greater  part  of  the  year.  The  reverse  is  never  the 
case ;  the  N.  E.  trades  have  not  the  force  to  crowd  out  the  S.  E.  trades,  and  to  maintain  themselves  for  any 
month  of  the  year  in  the  southern  hemisphere. 

The  prevailing  direction  of  what  are  called  the  N.  E.  trade-winds  is,  as  nearly  as  the  observations 
which  mariners  usually  furnish  enable  me  to  determine,  about  E.  N.  E. 


214  THE  WIND  AND  CURRENT  CHARTS. 

By  resolving  the  forces  whicli  it  is  supposed  are  the  principal  forces  that  put  those  winds  in  motion, 
viz :  calorific  action  of  the  sun  and  diurnal  rotation  of  the  earth,  we  are  led  to  the  conclusion  that  the 
latter  is  much  the  greater  of  the  two  in  its  effects  upon  the  trade-winds  of  the  northern  hemisphere.  But 
not  to  such  an  extent  is  it  greater  in  its  effects  upon  those  of  the  southern.  We  have  seen  that  those  two 
opposing  currents  of  wind  are  so  unequally  balanced  that  one  recedes  before  the  other,  and  that  the 
current  from  the  southern  hemisphere  is  larger  in  volume ;  i.  e.  it  moves  a  greater  zone  or  belt  of  air. 
The  S.  E.  trade- winds  discharge  themselves  over  the  equator — i.  e.  across  a  great  circle — into  the  region  of 
equatorial  calms ;  while  the  N.  E.  trade-winds  discharge  themselves  into  the  same  region  over  a  parallel  of 
latitude,  and  consequently  over  a  small  circle.  If,  therefore,  we  take' what  obtains  in  the  Atlantic  as  the 
type  of  what  obtains  entirely  around  the  earth,  as  it  regards  the  trade- winds,  we  shall  see  that  the  S.  E. 
trade-winds  keep  in  motion  more  air  than  the  N.  E.  do,  by  a  quantity  at  least  proportioned  to  the  differ- 
ence between  the  circumference  of  the  earth  at  the  equator  and  the  circumference  of  the  earth  at  the 
parallel  of  latitude  of  9°  N".  For  if  we  suppose  that  those  two  perpetual  currents  of  air  extend  the  same 
distance  from  the  surface  of  the  earth,  and  move  with  the  same  velocity,  a  greater  volume  from  the  south 
would  flow  across  the  equator  in  a  given  time  than  would  flow  from  the  north  over  the  parallel  of  9° 
in  the  same  time ;  the  ratio  between  the  two  quantities  would  be  as  rad.  to  the  sec.  of  9°.  Besides  this,  the 
quantity  of  land  lying  within  and  to  the  north  of  the  region  of  the  N.  E.  trade-winds  is  much  greater 
than  the  quantity  within  and  to  the  south  of  the  region  of  the  S.  E.  trade-winds.  In  consequence  of 
this,  the  mean  level  of  the  earth's  surface  within  the  region  of  the  N.  E.  trade-winds  is,  it  may  reasonably 
be  supposed,  somewhat  above  the  mean  level  of  that  part  which  is  within  the  region  of  the  S.  E.  trade- 
winds.  And  as  the  N.  E.  trade-winds  blow  under  the  influence  of  a  greater  extent  of  land  surface  than  the 
S.  E.  trades  do,  the  former  are  more  obstructed  in  their  course  than  the  latter,  by  the  forests,  the  mountain 
ranges,  unequally  heated  surfaces,  and  other  such  like  inequalities. 

As  already  stated,  the  Charts  show  that  the  momentum  of  the  S.  E.  trade-winds  is  sufficient  to  push 
the  equatorial  limits  of  their  northern  congeners  back  into  the  northern  hemisphere,  and  to  keep  them  at  a 
mean,  as  far  north  as  the  9th  parallel  of  north  latitude.  Besides  this  fact,  our  investigations  also  indicate 
that  while  the  N.  E.  trade-winds,  so  called,  make  an  angle,  in  their  general  course,  of  about  23°  with  the 
equator  (E.  N".  E.),  those  of  the  S.  E.  make  an  angle  of  30°  or  more  with  the  equator  (S.  E.  by  E.).  I  speak 
of  those  in  the  Atlantic;  thus  indicating  that  the  latter  approach  the  equator  more  directly  in  their  course 
than  do  the  others,  and  that,  consequently,  the  effect  of  the  diurnal  rotation  of  the  earth  being  the  same  for 
like  parallels,  north  and  south,  the  calorific  influence  of  the  sun  exerts  more  power  in  giving  motion  to  the 
southern  than  to  the  northern  system  of  Atlantic  trade-winds. 

That  such  is  the  case  in  nature  is  rendered  still  more  probable  from  this  consideration :  All  the  great 
deserts  are  in  the  northern  hemisphere,  and  the  land  surface  is  also  much  greater  on  our  side  of  the 
equator.  The  action  of  the  sun  upon  these  unequally  absorbing  and  radiating  surfaces  in  and  behind,  or 
to  the  northward  of  the  N.  E.  trades,  probably  tends  to  retard  these  winds,  and  to  draw  large  volumes  of  the 
atmosphere,  that  otherwise  would  be  moved  by  them,  back  to  supply  the  partial  vacuum  made  by  the 
heat  of  the  sun — as  it  pours  down  with  active  intensity,  its  rays  upon  the  vast  plains  of  burning  sands  and 


THE  TRADE-WIND  CHARTS.  216 

unequally  heated  land  surfaces — in  our  overheated  henaisphere.  The  N.  W.  winds  of  the  southern  are 
stronger  than  the  S.  W.  winds  of  the  northern  hemisphere. 

The  Charts  show  that  the  influence  of  the  land  upon  the  normal  directions  of  the  wind  at  sea,  is  an 
immense  influence.    It  is  frequently  traced  for  a  thousand  miles  or  more  out  upon  the  ocean. 

For  instance:  The  action  of  the  sun's  rays  upon  the  great  deserts  and  arid  plains  of  Africa,  in  the 
summer  and  autumnal  months,  is  such  as  to  be  felt  nearly  across  the  Atlantic  Ocean,  between  the  equator 
and  the  parallel  of  13°  north.  Between  this  parallel  and  the  equator,  the  trade-winds  are  turned  back  by 
the  heated  plains  of  Africa,  and  are  caused  to  blow  a  regular  southwardly  monsoon  for  six  months. 

This  monsoon  is  a  discovery  which  has  been  fully  and  completely  developed  by  the  Charts  and  the 
investigations  connected  with  them.  They  (the  monsoons)  blow  towards  the  coast  of  Africa,  from  June  to 
November,  inclusive.  They  bring  the  rains  which  divide  the  season  in  these  parts  of  the  African  coast. 
The  region  of  the  ocean  embraced  by  the  monsoons  is  cuneiform  in  its  shape,  having  its  base  resting  upon 
Africa,  and  its  apex  stretching  over  till  within  10°  or  15°  of  the  mouth  of  the  Amazon. 

Indeed,  when  we  come  to  study  the  effects  of  South  America  and  Africa  (as  developed  by  these  Charts), 
upon  the  winds  at  sea,  we  should  be  led  to  the  conclusion — had  the  foot  of  civilized  man  never  trod  the 
interior  of  these  two  continents — that  the  climate  of  one  is  humid ;  that  its  valleys  are  for  the  most  part 
covered  with  vegetation,  which  protects  its  surface  from  the  sun's  rays;  while  the  plains  of  the  other  are 
arid  and  naked ;  and  for  the  most  part  act  like  furnaces,  in  drawing  the  winds  from  the  sea  to  supply  air 
for  the  ascending  columns  which  rise  from  its  overheated  plains. 

Pushing  these  facts  and  arguments  still  farther,  these  beautiful  and  interesting  researches  seem  alreadv 
sufficient  almost  to  justify  the  assertion,  that,  were  it  not  for  the  Great  Desert  of  Sahara,  and  other  arid 
plains  of  Africa,  the  western  shores  of  that  continent  within  the  trade-wind  region  would  be  almost,  if  not 
altogether,  as  rainless  and  sterile  as  the  desert  itself. 

These  investigations,  with  their  beautiful  developments,  eagerly  captivate  the  mind  ;  giving  wings  to 
the  imagination,  they  teach  us  to  regard  the  sandy  deserts,  and  arid  plants,  and  the  inland  basins  of  the 
earth,  as  compensations  in  the  great  system  of  atmospherical  circulation.  Like  counterpoises  to  the 
telescope,  which  the  astronomer  regards  as  incumbrances  to  his  instrument,  these  wastes  serve  as  make- 
.  weights,  to  give  certainty  and  smoothness  of  motion — facility  and  accuracy  to  the  workings  of  the 
machine. 

The  meteorological  and  physical  researches  with  which  the  Wind  and  Current  Charts  are  connected, 
relate  only  to  the  sea.  Already,  the  mariner  has  felt  and  acknowledged  the  importance  of  them.  Com- 
merce and  navigation  are  reaping  benefits  from  them  of  great  moment.  The  merchants  of  Bombay,  and 
American  navigators,  with  that  regard  for  the  practical  and  useful  which  adorns  their  character  and  makes 
them  renowned,  were  the  first  to  come  forward,  and  volunteer  to  co-operate  with  me  in  collecting  facts  for 
the  fkrther  prosecution  of  the  work.  Nations  owning  nine-tenths  of  all  the  shipping  in  the  world— indeed, 
I  might  say  every  maritime  nation  of  any  consequence,  except  France,  are  now  engaged  in  this  work;  so 
that  more  than  a  thousand  ships  are  daily  and  hourly  occupied  in  all  parts  of  the  ocean  in  making  and 
recording,  each  a  prescribed  series  of  observations  upon  the  winds  and  the  currents,  the  rains,  the  calms, 


216  THE  WIND  AND  CUBRENT  CHARTS. 

the  storms,  the  thunder  and  the  lightning;  the  fogs,  and  clouds,  and  drift — the  temperature  of  the  air  and 
water;  and  all  other  subjects  and  objects,  facts  and  phenomena,  which  are  of  interest  to  navigation  and  to 
science. 

Enough  of  abstract  logs  has  already  been  collected  at  this  office  to  make  about  four  hundred  large 
folio  volumes,  averaging  each  from  two  to  three  thousand  days'  observations,  and  the  number  is  constantly 
increasing;  indeed,  the  materials  increase  faster  than  I  have  force  to  discuss  them. 

When  we  travel  out  upon  the  ocean,  and  get  beyond  the  influence  of  the  land  upon  the  winds,  we  find 
ourselves  in  a  field  particularly  favorable  for  studying  the  general  laws  of  atmospherical  circulation. 

Here,  beyond  the  reach  of  the  great  equatorial  and  polar  currents  of  the  sea,  there  are  no  unduly 
heated  surfaces,  no  mountain  ranges,  or  other  obstructions  to  the  circulation  of  the  atmosphere;  nothing 
to  disturb  it  in  its  natural  courses.  The  sea,  therefore,  is  the  field  for  observing  the  operations  of  the 
general  laws  which  govern  the  atmospheric  circulation.  Observations  on  the  land  will  enable  us  to  discover 
the  exceptions.  But  from  the  sea  we  shall  get  the  rule.  Each  valley,  every  mountain  range  and  local  district, 
may  be  said  to  have  its  own  peculiar  system  of  calms,  winds,  rains,  and  droughts.  But  not  so  the  surface 
of  the  broad  ocean. 

In  this  connection,  I  beg  leave  to  call  the  attention  of  meteorologists  on  shore  to  the  importance  of 
introducing  a  special  column  in  their  journals,  to  show  what  arc  the  rainy  winds  at  each  station,  and  for 
each  season  of  the  year. 

Upon  every  water-shed  which  is  drained  into  the  sea,  the  precipitation  may  be  considered  as  greater 
than  the  evaporation  for  the  whole  extent  of  the  shed  so  drained,  by  the  amount  of  water  which  runs  off 
into  the  sea.  In  this  view,  all  rivers  may  be  regarded  as  immense  rain-gauges;  and  the  volume  of  water 
annually  discharged  by  any  one,  as  an  expression  of  the  quantity  which  is  annually  evaporated  from  the 
sea,  carried  back  by  the  winds,  and  precipitated  throughout  the  whole  extent  of  the  valley  that  is  drained 
by  it.  Now,  if  we  knew  the  rain  winds  from  the  dry,  for  each  locality  and  season  generally  throughout 
such  a  basin,  we  should  be  enabled  to  determine,  with  some  degree  of  probability,  at  least,  as  to  the  part  of 
the  ocean  from  which  such  rains  were  evaporated.  And  thus,  notwithstanding  all  the  eddies  caused  by 
mountain  chains,  and  other  uneven  surfaces,  we  might  detect  the  general  course  of  the  atmospherical 
circulation  over  the  land  as  well  as  the  sea,  and  make  the  general  courses  of  circulation  in  each  valley  as 
obvious  to  the  mind  of  the  philosopher  as  is  the  current  of  the  Mississippi,  or  of  any  other  great  river,  to 
his  senses.  That  river  so  abounds  with  eddies,  that  it  is  difficult  to  tell  by  regarding  small  portions  of  its  . 
surface  only,  which  way  the  water  is  flowing.  But  when  we  come  to  regard  the  drift-wood  and  the  whole 
river,  we  are  left  in  no  doubt  as  to  the  onward  course  of  the  main  stream  itself,  with  all  its  eddies  and 
whirlpools. 

These  investigations  as  to  the  winds  at  sea  indicate  that  the  vapors  which  supply  the  sources  of  the 
Amazon  with  rain,  are  taken  up  from  the  Atlantic  Ocean  by  the  N.  E.  and  S.  E.  trade-winds. 

These  investigations  show  that  the  trade-wind  regions  of  the  ocean,  beyond  the  immediate  vicinity  of 
the  land,  are,  for  the  most  part,  rainless  regions ;  and  that  the  trade-wind  zones  may  be  described,  in  an 
hyetographic  sense,  as  the  evaporating  regions. 


^^^_  ^  THK  TRADE-WIND  CHARTS.  21T 

^^Hpi  They  also  show,  or  rather  indicate  as  a  general  rule,  that,  leaving  the  polar  limits  of  the  two  trade-wind 
^B  systems,  and  approaching  the  nearest  pole,  the  precipitation  is  greater  than  the  evaporation,  until  the  point 
^H  of  maximum  cold  is  reached. 

^^  They  also  indicate,  as  a  general  rule,  that  the  S.  E.  and  N.  E.  trade-winds  which  come  from  a  lower  and 

go  to  a  higher  temperature,  are  the  evaporating  winds,  i.  e.  they  evaporate  more  than  they  precipitate;  while 
those  winds  which  come  from  a  higher  and  go  to  a  lower  temperature,  are  the  rain  winds,  i.  e.  they  preci- 
pitate more  than  they  evaporate.  That  such  is  the  case,  these  Charts  indicate;  reason  teaches  it  to  us;  and 
philosophy  tells  us  it  is  so. 

The  results  of  these  Charts,  therefore,  suggest  the  inquiry  as  to  the  sufficiency  of  the  Atlantic,  after 
supplying  the  sources  of  the  Amazon,  and  its  tributaries  with  their  waters,  to  supply  also  the  sources  of  the 
Mississippi  and  the  St.  Lawrence,  and  of  all  the  rivers,  great  and  small,  of  North  America  and  Europe.    , 

A  careful  study  of  the  rain  winds,  in  connection  with  the  Wind  and  Current  Charts,  will  probably 
indicate  to  us  the  "springs  in  the  ocean,"  which  supply  the  vapors  for  the  rains  that  are  carried  off  by 
those  great  rivers. 

"All  the  rivers  run  into  the  sea;  yet  the  sea  is  not  full;  unto  the  place  from  whence  the  rivers 
come,  thither  they  return  again." 

Eeturning  now  to  the  trade- winds  of  the  Atlantic:  there  is,  between  the  two  systems,  a  region  of 
calms,  known  as  the  equatorial  calms.  It  has  a  mean  average  breadth  of  about  six  degrees  of  latitude.  In 
this  region,  the  air,  which  is  brought  along  to  the  equator  by  the  N.  E.  and  S.  E.  trades,  ascends. 

If  we  liken  the  belt  of  equatorial  calms  to  an  immense  atmospherical  trough,  extending,  as  it  does, 
entirely  around  the  earth,  and  if  we  liken  theN.  E.  and  S.  E.  trade-winds  to  two  streams  discharging  them- 
selves into  it,  we  shall  see  that  We  have  two  currents  perpetually  running  in  at  the  bottom ;  and  that,  there- 
fore, we  must  have  as  much  air  as  the  two  currents  bring  in  at  the  bottom,  to  flow  out  at  the  top.  What 
flows  out  at  the  top  is  carried  back  north  and  south,  by  these  upper  currents,  which  are  thus  proved  to 
exist  and  to  flow  counter  to  the  trade-winds. 

Using  still  further  this  mode  of  illustration:  if  we  liken  the  calm  belt  of  Cancer,  and  the  calm  belt  of 
Capricorn,  each  to  a  great  atmospherical  trough  extending  around  the  earth  also,  we  shall  see  that,  in  this 
case,  the  currents  are  running  in  at  the  top  and  out  at  the  bottom ;  here  the  current  from  the  equator 
meets,  in  the  upper  regions,  the  current  from  the  poles ;  the  two  descend ;  and  the  atmosphere,  which  they 
thus  pour  into  these  belts,  runs  out  at  the  bottom — on  one  side  towards  the  equator,  as  the  perpetual  trade- 
winds;  on  the  other,  towards  the  poles,  as  the  prevailing  winds  of  the  regions  between  these  belts  and  the 
polar  circles. 

The  belt  of  equatorial  calms  is  a  belt  of  constant  precipitation.  Captain  Wilkes,  of  the  Exploring 
Expedition,  when  he  crossed  it  in  1838,  found  it  to  extend  from  4°  N.  to  12°  N.  He  was  ten  days  in 
crossing  it,  and  during  those  ten  days,  rain  fell  to  the  depth  of  6.15  inches,  or  at  the  rate  of  18  feet  and 
upwards  during  the  year. 

This  belt  of  calms  vibrates  up  and  down  the  ocean  as  the  belts  of  the  trade-winds  do.     In  the  summer 
28 


218'  THK  WIND  AND  CURRENT  CHARTS. 

months  it  is  found  between  the  parallels  of  8°  and  14°  of  north  latitude,  and  in  the  spring  between  5°  S. 
and  4°  N. 

By  this  Chart,  the  navigator  can  tell  what  places  within  the  range  of  this  zone,  have,  during  the  year, 
two  rainy  seasons,  what  one,  and  what  are  the  rainy  months  for  each  locality. 

Were  the  N.  E.  and  the  S.  E.  trades  with  the  belt  of  equatorial  calms  of  different  colors,  and  visible 
to  an  astronomer  in  one  of  the  planets,  he  might,  by  the  motion  of  these  belts  or  girdles  alone,  tell  the 
seasons  with  us. 

He  would  see  them  at  one  season  going  north,  then  appearing  stationary,  and  then  commencing  their 
return  to  the  south.  But  though  he  would  observe  that  they  follow  the  sun  in  his  annual  course,  he  would 
remark  that  they  do  not  change  their  latitude,  as  much  as  the  sun  does  his  declination ;  he  would,  therefore, 
discover  that  their  extremes  of  declination  are  not  so  far  asunder  as  the  tropics  of  Cancer  and  Capricorn, 
though  in  certain  seasons  the  changes  from  day  to  day  are  very  great.  He  would  observe  that  these  zones 
of  winds  and  calms  have  their  tropics  or  stationary  nodes,  about  which  they  linger  nearly  three  months  at  a 
time  ;  and  that  they  pass  from  one  of  their  tropics  to  the  other  in  a  little  less  than  another  three  months. 
Thus,  he  would  observe  the  whole  system  of  belts  to  go  north  from  the  latter  part  of  May  till  some  time  in 
August.  Then  they  would  stop  and  remain  stationary  till  winter,  in  December ;  when  again  they  would 
commence  to  move  rapidly  over  the  ocean,  and  down  towards  the  south,  until  the  last  of  February  or  the 
first  of  March ;  then  again  they  would  become  stationary,  and  remain  about  this,  their  southern  tropic,  till 
May  again. 

The  zone  of  the  S.  E.  trade-winds  would  present  to  him  its  northern  edge  inclined  somewhat  to  the 
equator ;  commencing  near  the  coast  of  Africa,  and  tracing  the  usual  outlines  of  this  edge  over  towards 
South  America,  he  would  discover  that  it  approached  the  equator  at  an  angle  of  about  18°  ;  and  our  sup- 
posed astronomer  would  announce  that  the  equatorial  edge  of  the  zone  of  S.  E.  trades  in  the  Atlantic  is 
inclined  towards  the  equator  at  an  angle  of  15° — that  it  lies  "VV.  15°  N.,  and  E.  15°  S. 

Turning  his  attention  now  to  the  belt  of  N.  E.  trade-winds,  he  would  observe  the  equatorial  edge  of 
this  zone  to  be  somewhat,  though  not  altogether,  symmetrical  with  the  equatorial  edge  of  the  S.  E.  trade- 
wind  zone  of  the  other  hemisphere.  On  the  African  side  it  is  farthest  from  the  equator,  which  it  approaches 
at  an  angle  of  about  10°  (W.  by  S.),  until  it  reaches  the  meridian  of  about  40°  west.  Here  it  is  deflected 
to  the  north,  and  trends  off  in  the  direction  of  "W.  N.  W.  Here  we  begin  to  experience  the  effect  of  the 
North  American  continent  upon  the  trade-winds  at  sea.  The  rarefaction  caused  by  the  lands  of  Northern 
Texas  and  the  arid  plains  in  that  quarter,  is  sufficient  in  summer  to  convert  the  N.  E.  trades  of  the  Gulf  of 
Mexico  into  a  prevailing  wind  from  the  southward  and  eastward. 

In  the  Pacific,  and  within  a  certain  distance  from  the  land,  the  N.  E.  trade-winds  are,  by  the  same 
influences,  as  these  researches  into  the  winds  and  currents  of  the  sea  have  revealed,  converted  into  a 
southerly  monsoon. 

By  tracing  on  a  chart  the  equatorial  limits  of  the  N.  E.  and  S.  E.  trade-winds,  as  herein  described,  it 
will  be  perceived  that  there  is  left  between  the  two  systems  ^  wedge-shaped  band,  having  its  broadest  part 
on  the  African  side  of  the  Atlantic.      The  region  of  the  ocean  which  the  planetary  astronomer  would 


THE   TRADE-WIND   ClfAKTS.  219 

observe  this  band  or  belt  to  cover,  is  the  region  whicli  is  occupied  by  the  equatorial  calms  and  the  African 
monsoons  that  fall  between  the  systems  of  N.  E.  and  S.  E.  trade-winds.  And  were  the  belt  which 
represents  these  calms  different  from  the  rest  as  to  color,  the  imaginary  astronomer  would  see  it  as  some- 
what of  an  irregular  curve,  not  having  the  northern  and  southern  edges  concentric.  The  concave  side  of 
this  curved  belt  is  turned  to  the  E.  of  N.,  and  has  its  centre  near  the  shores  of  Greenland. 

As  before  remarked,  the  newly  discovered  monsoons  of  the  North  Atlantic  Ocean  also  come  within 
the  belt  of  equatorial  calms.  They  give  the  peculiar  wedge-shaped  form  to  the  regions  between  the  two 
systems  of  trade-winds. 

Having  completed  the  physical  examination  of  the  equatorial  calms  and  winds,  if  the  supposed 
observer  from  some  distant  sphere  should  now  turn  his  telescope  towards  the  poles  of  our  earth,  he  would 
observe  a  zone  of  calms  bordering  the  N.  E.  trade-winds  on  the  north,  and  another  bordering  the  S.  E. 
trade-winds  on  the  south.  These  calm  zones  also  would  be  observed  to  vibrate  up  and  down  with  the 
trade-wind  zones — partaking  of  their  motions,  and  following  the  declination  of  the  sun. 

On  the  polar  side  of  each  of  these  two  calm  zones  there  would  be  a  broad  band  extending  up  into  the 
polar  regions,  the  prevailing  winds  within  which  are  the  opposites  of  the  trade-winds,  viz :  S.  W.  in  the 
northern  and  N.  W.  in  the  southern  hemisphere. 

The  equatorial  edge  of  these  calm  belts  is  near  the  tropics,  and  their  average  breadth  is  10°  or  12°. 
On  one  side  of  these  belts  the  winds  blow  perpetually  towards  the  equator;  on  the  other,  their  prevailing 
direction  is  towards  the  poles. 

These  belts,  therefore,  may  also  be  considered  as  nodes  in  the  general  system  of  atmospherical 
circulation. 

The  atmosphere,  which  the  N.  E.  and  S.  E.  trade-winds  keep  in  perpetual  motion  towards  the  equator, 
has  for  its  node  the  equatorial  calms.  Here  it  ascends,  boils  over,  divides,  and  flows  off  in  the  upper 
regions  of  the  atmosphere,  one  part  going  to  the  northern,  the  other  to  the  southern  hemisphere,  to  complete 
the  "circuit  of  the  winds,"  and  to  supply  the  sources  of  the  trade-winds  with  air. 

Arrived  near  the  Tropic  of  Cancer,  the  northern  currents  meet,  in  the  upper  regions  of  the 
atmosphere,  the  return  current,  which  the  prevailing  winds  of  the  north  temperate  zone  have  carried,  as  a 
surface  current,  to  the  hyperborean  regions  of  the  north.  These  two  currents  produce  another  node  or 
calm  region,  in  which  the  atmosphere  descends,  and  from  which  it  issues  both  to  the  north  and  the  south, 
assuming,  on  one  side,  the  character  of  N.  E.  trades;  on  the  other,  the  character  of  the  S.  W.  passage 
winds. 

This  node  has  its  fellow  in  the  southern  hemisphere,  where  there  is  a  like  meeting  of  upper  currents ; 
only  from  one  side  of  the  zone  of  the  calms  of  Capricorn,  the  wind  issues  as  the  S.  E.  trades;  from  the 
other  as  the  N.  "W.  passage  winds  of  that  part  of  the  southern  hemisphere  which  is  extra-tropical.  See 
Plate  II.,  in  which  the  two  outer  lines,  marked  A,  B,  and  so  on,  are  drawn  to  represent  the  vertical,  and 
the  arrows  on  the  shaded  ground  the  horizontal,  motion  of  the  atmosphere. 

Along  the  polar  borders  of  these  two  calm  belts,  we  have  another  region  of  precipitation,  though 
gcnernllv  the  rains  liere  arc  not  so  constant   as  they  are  in  the  equatorial  calms.     Tlie  precipitation  near 


220  THE  WIND  AND  CURRENT  CHARTS. 

the  tropical  calms  is  nevertheless  sufficient  to  mark  the  seasons ;  for,  whenever  these  calm  zones,  as  they  go 
from  north  to  south  with  the  sun,  leave  a  given  parallel,  the  rainy  season  of  that  parallel,  if  it  be  in  winter, 
is  said  to  commence.  Hence,  we  may  explain  the  rainy  season  in  Chili  at  the  south,  and  in  California  at 
the  north. 

This  letter  of  the  series  of  the  Charts  will  enable  any  one  who  consults  it,  to  tell  to  what  places  the 
tropical  calms  bring  rain,  and  in  what  months  the  rainy  season  commences  and  ends,  for  any  parallel. 

To  complete  the  physical  examination  of  the  earth's  atmosphere,  which  we  have  supposed  an  astrono- 
mer in  one  of  the  planets  to  have  undertaken,  according  to  the  facts  developed  by  the  Wind  and  Current 
Charts,  it  remains  for  him  to  turn  his  telescope  upon  the  icy  regions  of  the  poles.  (For  that  ive  should 
complete  the  examination  in  this  respect,  it  would  be  necessary  to  obtain  the  log-books  of  ships  in  the 
anti-commercial  regions  of  the  ocean,  which  we  cannot  do.  As  the  sea  is  most  open  near  the  south  pole, 
the  principle  of  the  general  law  of  atmospherical  circulation  would  be  better  developed  probably  by 
observations  in  the  antarctic,  than  in  the  arctic  regions.) 

For  the  want  of  such  observations,  but  with  the  light  which  these  Charts  throw  on  the  subject  for  our 
guide,  let  us  pursue  the  S.  W.  passage  winds  of  the  northern  hemisphere  into  the  arctic  regions,  and  see 
theoretically,  with  the  imaginary  telescope,  how  they  get  there ;  and,  being  there,  what  becomes  of  them. 

From  the  parallel  of  40°  up  towards  the  north  pole,  the  prevailing  winds  in  the  northern  hemisphere, 
as  already  remarked,  are  the  S.  W.  passage  winds,  or,  as  they  are  more  generally  called  by  mariners,  the 
"  westerly"  winds ;  these,  in  the  Atlantic,  prevail  over  the  "  easterly"  winds,  in  the  ratio  of  about  two 
to  one. 

Now,  if  we  suppose,  and  such  is  probably  the  case,  these  "westerly"  winds  to  convey  in  two  days  a 
greater  volume  of  atmosphere  towards  the  arctic  circle  than  those  "  easterly"  winds  can  bring  back  in 
one,  we  establish  the  necessity  for  an  upper  current  by  which  this  difference  may  be  returned  to  the 
tropical  calms  of  our  hemisphere.  Therefore,  there  must  be  some  place  in  the  polar  regions  at  which 
these  S.  W.  winds  cease  to  go  north,  and  from  which  they  commence  their  return  to  the  south,  and  this 
locality  must  be  in  a  region  peculiarly  liable  to  calms.  It  is  another  atmospherical  node  in  which  the 
motion  of  the  air  is  upward,  with  a  decrease  of  barometric  pressure.     It  is  marked  P,  Plate  II. 

If  we  now  return  to  the  calm  belt  of  the  northern  tropic,  and  trace  theoretically  a  portion  of  air  that, 
in  its  circuit,  shall  fairly  represent  the  average  course  of  these  S.  W.  passage  winds,  we  shall  see  that  it 
approaches  the  pole  in  a  loxodromic  curve ;  that  as  it  approaches  the  pole  it  acquires,  from  the  spiral 
convolutions  of  this  curve  which  represents  its  path,  a  whirling  motion,  in  a  direction  contrary  to  that  of 
the  hands  of  a  clock ;  and  that  the  portion  of  atmosphere  whose  path  we  are  following,  would  gradually 
contract  its  gyrations,  until  it  would  finally  ascend,  turning  against  the  hands  of  a  watch,  as  it  whirls 
around. 

After  reaching  the  upper  regions  of  the  atmosphere,  through  this  whirl,  its  course  would  be  to  the 
southward  ;  or  rather,  owing  to  the  effect  of  the  axial  rotation  of  the  earth,  its  course  would  be  from  the 
northward  and  eastward,  until  it  should  meet  also  in  the  upper  regions  a  like  portion  from  the  ascending 


i 


THE  TRADE-WIND  CHARTS.  221 

node,  formed  in  the  calms  near  the  equator.  This  meetiug  in  the  upper  regions  of  the  atmosphere,  as 
already  remarked,  takes  place  in  the  zone  of  the  calms  of  Cancer.  Here  the  two  currents,  the  one  from 
the  poles,  the  other  from  the  equator,  balance  each  other,  produce  a  calm,  or  the  descending  node  for  the 
northern  hemisphere,  with  an  increase  of  barometric  pressure. 

In  the  southern  hemisphere  a  like  process  is  going  on  ;  only  there,  the  N.  W.  passage  wind  would,  as 
it  arrives  near  the  antarctic  calms,  acquire  a  motion  with  the  sun,  or  in  the  direction  of  the  hands  of 
a  watch. 

That  such  is  the  case,  the  investigations  that  are  carried  on  here  do  not  prove ;  but  they,  and  a 
process  of  reasoning  guided  by  analogy,  derived  from  what  they  do  show,  suggest  that  such  is  probably 
the  case. 

The  general  course  of  the  circulation  of  the  atmosphere,  as  partly  established  and  partly  suggested  by 
these  researches  and  other  sources  of  information,  is  an  upper  current  from  the  poles,  as  far  as  the  tropical 
calms,  towards  the  equator ;  thence  a  descent  and  a  surface  current  (N.  E.  and  S.  E.  trades),  to  the  equatorial 
calms.  Here  an  ascent  takes  place,  through  which  air  is  supplied  for  an  upper  current  each  way  towards 
the  poles,  as  far  as  the  zone  of  tropical  calms.  Here  there  is  a  descent,  and  a  continuation  towards  the 
polar  regions  as  a  surface  current  (S.  W.  passage  winds  in  the  northern,  N.  W.  in  the  southern  hemisphere), 
until  it  approaches,  in  part,  the  calms  of  the  arctic  and  antarctic  regions.  Here  it  commences  to  whirl 
about  in  the  manner  already  stated,  forming  the  supposed  polar  calms,  in  which  it  ascends,  and  so  com- 
mences its  return  towards  the  equator  by  reversing  the  circuit  just  described.     {Vide  Plate  II.). 

The  following  is  a  part  of  the  history  connected  with  these  investigations  as  to  the  circuit  of  the 
winds :  Extract  from  a  letter  to  the  Prussian  Minister,  Baron  Von  Oerolt,  dated,  National  Observatory,  June 
20,  1850. 

Speaking  in  advance  somewhat  of  my  publication,  but  leaning,  nevertheless,  upon  the  indications 
already  given  by  the  investigations  which  are  in  progress  at  this  office  with  regard  to  the  winds  and 
currents  of  the  sea,  and  the  phenomena  connected  therewith,  I  may  remark  that  certain  conclusions  have 
been  forced  upon  me,  with  such  verisimilitude,  that  it  only  remains  for  Professor  Ehrenberg,  with  his 
microscope,  to  write  the  final  Q.  E.  D.  to  them. 

For  instance,  my  investigations  of  the  winds  at  sea,  so  far  as  they  bear  upon  the  subject,  seem  to 
indicate  that  the  rivers  and  fresh  water  of  the  northel"n,  temperate,  and  frigid  zones,  are,  for  the  most  part, 
evaporated  from  the  south  torrid  ;  or,  more  properly  speaking,  that  they  are  taken  up  from  the  sea  by  the 
S.  E.  trade-winds.  Such,  at  least,  is  the  indication ;  and  certain  facts  so  tend  in  their  bearings,  as  to 
convert  this  indication  into  a  conclusion  that  does  not  appear  altogether  forced. 

As  a  general  rule,  most  of  the  land  is  in  the  northern,  and  most  of  the  water  in  the  southern  hemi- 
sphere. But,  notwithstanding  the  absence  of  evaporating  surface  in  the  northern  hemisphere,  most  of  the 
precipitation  takes  place  there,  if  we  regard  the  waters  that  are  discharged  into  the  ocean  by  the  rivers  as 
an  expression  of  the  excess  of  the  precipitation  over  the  evaporation  that  takes  place  in  the  basins  drained 
by  these  rivers.     The  basin  of  the  Amazon  is  in  both  hemispheres ;  it  is,  therefore,  common,  and  should 


222  THE  WIND  AND  CURRENT  CHARTS. 

not  be  counted  as  peculiar  to  either.  The  Eio  de  la  Plata  is  the  only  great  river,  then,  in  the  southern 
hemisphere;  whereas,  in  the  northern,  are  all  the  rivers,  great  and  small,  which  give  drainage  to  Europe, 
Asia,  and  America. 

The  question  then  comes  up :  Does  the  Atlantic  afford  evaporating  surface  sufficient  to  supply  all  the 
rivers  of  Europe  and  America  with  rain  water  ?  and,  if  so,  by  what  winds  do  the  vapors,  that  make  these 
rains,  travel  both  east  and  west  from  the  same  place  ? 

Very  little  of  America  and  no  part  of  Europe  is  within  the  region  of  the  N.  E.  trade-winds ;  and  the 
trades,  because  they  come  from  a  colder  and  go  to  a  warmer  climate,  are  eminently  evaporating  winds. 
But  how  is  it  to  the  north  of  the  N.  E.  trade- winds,  where,  on  the  surface  of  the  earth,  the  S.  W.  are  the 
prevailing  winds?  Here,  as  a  general  remark,  the  winds  are  going  from  a  warmer  to  a  colder  climate, 
and,  therefore,  ought,  it  would  seem,  to  precipitate  more  than  they  evaporate.  Thus,  take  the  isotherm  of 
60°  Fahr.  in  the  Atlantic,  as  an  example ;  the  mean  dew-point,  we  will  suppose,  along  this  line,  is  between 
50°  and  60°,  or  at  any  other  degree  below  60° — suppose  55° — that  we  may  choose  for  the  illustration. 

Now,  let  us  proceed  still  farther  north  in  this  ocean,  until  we  reach  the  isotherm  of  30° ;  on  this  line 
the  mean  dew-point  must  be  below  30°,  how  much  we  cannot  say,  nor  is  it  material  for  the  illustration  that 
we  should  say.  It  is  certainly  below  the  mean  dew-point  of  60°.  Now,  what  becomes  of  the  vapor  that 
has  caused  the  mean  dew-point  of  the  isotherm  of  60°  to  change  to  that  which  belongs  to  the  isotherm  of 
30°  ?  It  has  been  precipitated,  and  the  capacity  of  the  air  to  retain  moisture  has  been  lessened  propor- 
tionably.  In  thus  viewing  the  case,  the  question  arises :  Whence  are  the  vapors  taken,  which  supply  with 
rain  the  sources  of  the  rivers  of  the  north  temperate  and  frigid  zones  ? 

You  will  understand  me  as  speaking  in  general  terms,  without  regard  to  any  of  the  exceptions  caused 
by  anomalies,  such  as  the  Gulf  Stream  and  the  like. 

Where  the  N.  E.  and  S.  E.  trade-winds  meet,  they  produce  what  is  known  as  the  belt  of  equatorial 
calms.  This  is  one  of  the  valves  in  the  great  atmospherical  machine,  through  which  the  air  that  is  brought 
from  the  north  and  the  south  by  these  trade-winds,  rises  and  escapes  into  the  upper  regions  of  the 
atmosphere,  and  thence  returns  to  supply  the  sources  of  the  trades  with  fresh  air  to  make  more  winds  of. 

Now  the  question  is :  Does  the  air  which  is  brought  to  this  valve  by  the  S.  E.  trades  continue  on 
towards  the  north,  in  the  upper  regions  of  the  atmosphere ;  while  that  which  comes  down  as  the  N.  E.  trades, 
continues  on  towards  the  south,  in  like  manner?  or  does  the  air  which  the  S.  E.  trades  bring  to  this  calm 
place,  rise  up  and  return  to  the  south  ?  or  does  the  air  of  the  two  trades  intermingle  here,  and  go,  a  part 
of  it  indiscriminately,  either  to  the  north  or  to  the  south  as  chance  rnay  determine  ? 

I  am  inclined  to  favor  an  affirmative  reply  to  the  first  of  these  interrogatories  ;  and  for  tliese  reasons, 
in  addition  to  those  already  alluded  to : — 

1.  Winter,  late  fall,  and  early  spring,  are  the  seasons  of  our  greatest  precipitation  ;-and  this  is  the 
time  when  the  sun  is  pumping  up  the  vapor  with  the  greatest  energy  from  the  southern,  and  Avith  the  least 
from  the  northern  oceans — and  so  too  when  the  sun  is  pumping  up  vapor  from  the  northern  hemisphere 
with  all  his  energies,  precipitation  is  most  active  in  the  southern. 


THE  TBADE-WIND  CHARTS.  223 

2.  The  belt  or  band  over  wbich  the  S.  E.  trades  prevail  is  much  broader  than  that  over  which  the 
N.  E.  trades  prevail ;  consequently,  supposing  the  velocity  of  each  trade-wind  to  be  the  same,  or  nearly  the 
same,  the  S.  E.  trade  takes  up  more  moisture,  because  it  sweeps  over  a  broader  belt  of  ocean ;  and  sweeping 
over  a  broader  belt,  it  remains  longer  in  contact  with  the  evaporating  surface ;  and  consequently,  it  may 
be  supposed,  it  brings  more  moisture  to  the  belt  of  equatorial  calms  whence  the  ascent  takes  place. 

A  large  portion  of  this  moisture  is  deposited  in  the  equatorial  calms,  which  we  know  is  a  region  of 
constant  precipitation.  But  where  is  the  rest  precipitated — in  the  northern  or  southern  hemisphere  ?  In 
the  former,  I  suppose ;  because  the  rivers  and  the  rain-gauge  as  far  as  it  has  been  observed,  tell  us  that 
the  total  amount  of  precipitation  in  the  northern,  is  greater  than  that  in  the  southern  hemisphere ;  indeed, 
it  is  not  necessary  to  consult  the  rain-gauge  to  learn  this ;  the  rivers  themselves  are  sufficient  rain-gauges 
for  this  purpose ;  for  we  have  only  to  consider  the  volume  of  water  annually  discharged  into  the  ocean  by 
northern  rivers,  to  see  in  it  an  expression  for  an  amount  by  which  the  total  precipitation  is  in  excess  of 
the  total  evaporation  which  takes  place  in  the  whole  extent  of  valleys  drained  by  such  rivers.  Search  the 
southern  hemisphere  for  a  like  quantity,  and  the  search  will  be  in  vain. 

Seeing,  moreover,  that  the  southern  hemisphere  has  more  water  aad  less  land  than  the  northern ;  that 
it  has  less  rain  and  fewer  rivers,  it  seems  as  though,  in  likening  the  atmosphere  to  an  immense  machine, 
we  might  call  the  southern  seas  the  boiler,  and  the  northern  continent  the  condenser,  for  the  mighty 
engine. 

There  is,  perhaps,  another  point  upon  which  an  argument,  not  altogether  without  plausibility,  may  be 
turned  in  favor  of  this  hypothesis. 

The  grounds  for  this  argument  are  drawn  from  probability,  and  the  argument  itself  rests  on  the 
degree  of  belief  and  faith  we  have  in  the  perfection  of  terrestrial  adaptations. 

To  state  the  argument  in  this  point  of  view,  we  must  consider  the  atmosphere,  not  only  as  a  great 
condensing  machine,  but  as  an  immense  sewer,  in  which  vast  quantities  of  corrupt  animal  and  vegetable 
matter  are  continually  being  cast  for  re-elaboration,  purification,  re-arrangement,  and  re-adaptation  to  the 
purposes  of  the  animal  and  vegetable  kingdoms. 

Notwithstanding  the  quantity  of  matter  that  the  plants  and  animals  of  the  earth  are  continually  taking 
from  the  atmosphere  on  the  one  hand,  and  are  as  continually  casting  into  it  on  the  other,  so  admirably 
arranged  is  it,  and  so  perfect  its  system  of  circulation,  now  across  the  seas,  now  through  forests,  and  again 
over  deserts,  burning  sands,  and  frozen  heights,  that  its  proportions  are  never  destroyed. 

In  this  system  of  purification  and  preservation,  we  know  that  vegetation  in  active  growth  has  much 
to  do. 

Now,  then,  if  we  consider  that  the  N.  E.  trade- winds,  when  they  arrive  at  the  equator,  ascend,  return 
to  the  north  in  the  upper  regions  until  they  reach  the  parallel  of  30°  or  40°  north,  where  they  descend  to 
the  surface,  and  are  known  as  what  the  Germans  style  the  S.  "W.  passage  winds ;  if,  I  say,  this  be  the 
course  of  atmospherical  circulation,  we  shall  see  that  the  air  in  our  winter  time,  when  vegetation  is  asleep 
with  us,  would  probably  not  be  exposed  to  the  process  necessary  for  its  purification ;  and  finally,  if  such 


224  THE  WIND  AND  CUERENT  CHARTS. 

■were  the  system  of  circulation,  the  atmosphere  of  the  northern  hemisphere  would,  in  the  process  of  ages, 
probably  become  different  from  that  of  the  southern  hemisphere* 

We  have  no  reason  to  believe  in  the  existence  of  any  such  change  in  the  components  of  the  atmo- 
sphere ;  and  I  had  almost  said,  therefore,  in  any  such  partial  system  of  circulation. 

On  the  other  hand :  If  we  maintain  that  the  S.  E.  trade-winds  flow  north,  after  ascending  into  the  upper 
regions  of  the  atmosphere,  through  the  equatorial  calms ;  and  that  it  is  those  winds,  and  not  the  N.  E.  trades, 
that  in  their  circuit  blow  our  S. W.  passage  winds;  if,  I  say,  we  maintain  this,  we  shall  see  the  beautiful 
adaptation  for  exposing  them  to  the  proper  and  wholesome  vegetable  agencies.  Our  winter  is  the  southern 
summer  ;  then  the  S.  E.  trades  blow  through  the  southern  forests,  which  are  then  in  their  stage  of  activity. 

Arrived  at  the  equator — properly  prepared  for  the  use  of  the  inhabitants  of  the  north  temperate  and 
frigid  zones — they  ascend  into  the  clouds;  and,  after  reaching  the  parallel  of  30°  N.,  they  descend,  and  are 
then  felt  as  the  vigorous,  wholesome,  and  healthful  S.  W.  passage  winds  of  the  northern  winter.  Continuing 
on  towards  the  north  frigid  zone,  they  perform  their  office  for  the  inhabitants  of  those  inhospitable  climates, 
and,  approaching  the  polar  regions  in  spirals,  they  whirl  continually  around  or  about  the  pole  in  a  direction 
contrary  to  that  of  the  hands  of  the  watch. 

Eeturniog  thence  in  the  upper  regions  towards  the  south,  as  unfit  for  further  use,  they  are  next  felt  on 


*  The  extra-tropical  regions  of  the  north  have  much  more  land,  and  therefore  it  may  be  supposed  many  more  organs  than  the 
south  to  breathe,  consume,  and  vitiate  the  atmosphere ;  consequently,  in  any  given  time,  as  in  a  northern  winter,  the  demands  upon 
the  atmosphere  are  very  unequal  on  opposite  sides  of  the  equator.  On  one  side,  the  animal  kingdom  is  exacting  from  it  in  excess ;  on 
the  other — the  southern  summer — the  vegetable. 

Speaking  in  general  terms,  it  may  be  said  that  man,  with  his  retinue  of  domestic  animals,  counts  in  the  south  but  as  one  in  a 
thousand  to  his  hosts  at  the  north.  These  myriads  of  warm-blooded  animals  in  the  northern  hemisphere,  with  the  fires  kindled  by 
man  in  our  winter,  leave  us  to  infer  that  more  air  is  required  for  animal  consumption  and  combustion  on  one  side  of  the  equator  than 
on  the  other,  especially  in  the  northern  winter. 

The  air  thus  used,  loses  the  proportions  of  gaseous  combinations  required  to  make  it  wholesome  ;  whence,  therefore,  is  it  purified  ? 
Not  by  the  vegetation  of  the  extra-tropical  north,  certainly,  for  its  vegetation  is  then  asleep. 

But  if  we  make  this  air  return  to  the  south  by  the  route  suggested,  it  will  pass  through  the  N.  E.  trade-wind  regions,  and  be  partly 
replenished  by  the  perpetually  active  vegetation  there.  Then  rising  in  the  equatorial  calms,  and  overleaping,  in  the  upper  regions,  the 
S.  E.  trades,  it  descends  to  the  surface  in  the  extra-tropical  south,  where  it  is  summer,  and  where  the  forces  of  vegetation  ore  in  their 
most  active  operation. 

Returning  in  the  upper  regions  towards  the  north,  still  more  refreshed  from  this  part  of  its  circuit,  it  first  strikes  the  surface  again 
as  the  S.  E.  trades,  where  vegetation  is  again  perpetually  active.  Being  now  completely  purified,  it  rises  up  again  in  the  equatorial  calms, 
overleaps,  in  the  upper  regions,  the  N.  E.  trades,  and  descends  in  the  extra-tropical  north,  fresh  with  supplies  in  wholesome  proportions 
for  breathing  lungs  and  winter  fires. 

And  thus,  though  we  cannot  tell  the  reason  why  this  earth  was  provided  with  zones  of  perpetual  summer,  alternate  winter,  and 
opposite  seasons,  we  may  nevertheless  see  through  the  atmosphere  one  of  the  purposes  for  which  this  arrangement  of  seasons,  combina- 
tion of  climates,  and  proportion  of  vegetable  surface,  was  intended  to  subserve. 

In  this  view,  we  see  room  for  the  harmony  of  nature.  We  have  not  a  single  physical  fact  going  to  prove  that  such  is  not  the  course 
of  the  circulation  of  the  atmosphere  about  the  surface  of  the  earth  ;  but  we  have  many  facts  and  circumstances  which,  though  they  do 
not  prove,  yet  they  suggest,  that  such  is  the  course. 

Thus,  using  a  figure  of  speech,  we  may  liken  these  evergreen  places  through  which  the  winds  go  and  return,  to  the  lungs  of  the 
earth,  with  their  three  lobes  ;  one  in  each  of  the  trade-wind  regions,  and  one  now  at  the  north,  now  at  the  south,  changing  from  one 
side  to  the  other,  as  the  summer  comes  and  goes. M.  F.  M. 


THE  TBADE-WINI)   CHARTS.  225 

the  surface  within  or  near  the  tropics,  where  vegetation  is  again  in  activity,  to  fit  them  for  the  inhabitants 
of  that  region.  Beaching  the  equatorial  calms,  they  ascend,  and  next  appear  on  the  surface  in  the  south 
temperate  zone  as  the  N.  W.  passage  winds. 

Continuing  on  towards  the  south  pole,  and  approaching  it  in  spirals,  they  whirl  about,  but  in  a 
direction  with  the  hands  of  a  watch,  and  opposite  to  that  which  they  took  about  the  north  pole. 

Ascending  into  the  upper  regions  of  the  atmosphere,  they  are  next  felt  on  the  surface  as  S.  E.  trade- 
winds.  Eeaching  the  equator,  ascending,  and  coming  over  into  the  northern  hemisphere,  they  are  again 
felt  to  the  north  of  the  N.  E.  trades  as  the  S.  "W.  passage  winds. 

Let  us  suppose  that  this  part  of  the  circuit  from  the  antarctic  regions  be  made  in  our  summer,  and  of 
course  in  the  southern  winter,  when  the  vegetation  here  is  not  so  active  in  its  demands  upon  this  atmo- 
sphere in  motion,  as  it  was  in  the  other  part  of  the  supposed  circuit.  But  then  this  same  atmosphere,  that 
has  been  but  partially  purified  for  northern  use  in  the  southern  forests  and  fields,  reaches  us  in  our  summer, 
when  vegetation  is  in  full  activity,  and  when,  therefore,  all  disproportions  are  properly  compensated. 

I  have  faith  in  the  "  Great  First  Thought."  I  believe  that  the  animal  and  vegetable  kingdoms  are  in 
exact  counterpoise ;  that  throughout  the  dominions  of  nature  all  things  are  in  exact  and  rigid  proportions ; 
that  there  is  not  a  green  leaf  too  much  on  one  side,  nor  an  insect  too  many  on  the  other.  And  because 
of  this  belief,  I  find  plausibility  and  satisfaction  in  supposing  that  the  general  system  of  atmospherical 
circulation  is  as  I  have  been  endeavoring  to  represent  it. 

In  this  belief  I  am  strengthened  by  my  reading  of  a  text  of  Scripture  (and  the  Bible  cannot  any  more 
than  Nature  be  wrong,  for  the  Author  of  both  is  One),  which  seems  to  apply  to  such  a  system  of  circulation: — 

"  The  wind  goeth  toward  the  south,  and  turneth  about  unto  the  north ;  it  whirleth  about  continually, 
and  the  wind  returneth  again  according  to  his  circuits." 

Compare  this  with  what  I  have  already  said,  which  my  investigations  taught  me  was  the  probable 
course  of  atmospheric  circulation  before  I  remembered  me  of  what  Solomon  had  said,  and  I  think  you  will 
find  with  me,  not  proof,  but  grounds  to  suppose  that  such  may  be  the  system  of  atmospheric  circulation. 


29 


226  THE   PILOT   CHARTS. 


THE  PILOT  CHARTS. 

Letter  C  of  the  series  is  a  Ciiart  of  the  Winds ;  it  shows  the  point  of  the  compass  from  which  the  wind 
blows  in  all  parts  of  the  ocean,  and  for  every  month  in  the  year.  The  numbers  of  this  series  are  called  the 
"Pilot  Charts,"  of  which  the  North  and  South  Atlantic,  in  two  sheets  each,  and  "Coast  of  Brazil  within  the 
Trade- Wind  Eegion,"  in  one  sheet,  sheets  five  and  six  North  Pacific,  and  the  sheet  of  the  South  Pacific, 
have  been  published.  Several  other  sheets,  both  of  the  Pacific  and  Indian  Oceans,  are  in  press.  See  Plate 
I.  as  an  illustration  of  the  manner  in  which  the  figures  for  Plate  V.  are  obtained. 

Sheets  of  this  series  are  also  in  hand  for  the  entire  Pacific  and  Indian  Oceans.  Two,  illustrative  of  the 
Cape  Horn  passage,  have  also  been  published. 

The  officers  employed  upon  them  from  time  to  time  have  been  Lieutenants  Herndon,  Dulany,  H.  N. 
Harrison,  Ball,  Forrest,  Guthrie,  Deas,  and  Fitzgerald;  Passed  Midshipmen  Davenport,  Powell,  De  Koven, 
Wainwright,  Balch,  Eoberts,  De  Krafft,  Woolley,  Jackson,  Murdaugh,  Semmes,  Johnson  and  Lewis,  Brooke, 
Wells,  Terrett,  and  Professor  Benedict. 

The  "  Brazil  Pilot"  is  on  a  scale,  to  the  square,  of  2°  of  latitude  by  1°  of  longitude,  and  extends  from 
the  equator  to  23'  S. 

The  rest  of  the  series,  except  the  Cape- Horn  Pilots,  is  on  a  scale  of  5°  to  a  square:  that  is,  the  ocean 
is  divided  off  into  districts  of  5°  of  latitude  by  5°  of  longitude. 

These  Charts,  perhaps  more  than  any  other  of  the  series,  deserve  a  minute  description ;  because,  when 
sailing  directions  fail,  they  will  supply  the  navigator  with  special  information  as  it  regards  the  direction  of 
the  winds  for  any  month,  and  in  any  part  of  the  ocean.  He  should  consult  them  daily,  and  diligently ;  and, 
that  he  may  do  so  with  facility,  this  explanation  of  them  is  offered. 

In  getting  out  from  the  log-books  materials  for  these  Charts,  which  show  in  every  district  of  the  ocean, 
and  for  every  month,  how  navigators  have  found  the  winds  to  blow,  it  has  been  assumed  that,  in  whatever 
part  of  one  of  these  districts  a  navigator  may  be  when  he  records  the  direction  of  the  wind  in  his  log,  from 
that  direction  the  wind  was  blowing  at  that  time  all  over  that  district ;  and  this  is  the  only  assumption  that 
is  permitted  in  the  whole  course  of  investigation. 

Now,  if  the  navigator  will  draw,  or  imagine  to  be  drawn,  in  any  such  district,  twelve  vertical  columns 
for  the  twelve  months,  and  then  sixteen  horizontal  lines  through  the  same  for  the  sixteen  points  of  the 
compass,  i.  e.  for  N.,  N.  N.  E.,  N.  E.,  E.  N.  E.,  and  so  on,  omitting  the  Jy-points,  he  will  have  before  him  a 
picture  of  the  "Investigating  Chart"  (Plate  I.),  out  of  which  the  "Pilot  Charts"  are  constructed.  In  this 
case,  the  alternate  points  of  the  compass  only  are  used  ;  because,  when  sailing  free,  the  direction  of  the  wind 
is  seldom  given  for  such  points  as  N.  hy  E.,  W.  hy  S.,  &c.     Moreover,  any  attempt,  for  the  present,  at  greater 


THE   PILOT  CHARTS.  227 

nicety,  would  be  over-refineraent;  for  navigators  do  not  always  make  allowance  for  the  aberration  of  the 
wind;  in  other  words,  they  do  not  allow  for  the  apparent  change  in  the  direction  of  the  wind  caused  by  the 
rate  at  which  the  vessel  may  be  moving  through  the  water,  and  the  angle  which  her  course  makes  with 
the  true  direction  of  the  wind.  Bearing  this  explanation  in  mind,  the  intelligent  navigator  will  have  no 
difficulty  in  understanding  the  wind  diagram  (Plate  II.),  and  in  forming  a  correct  opinion  as  to  the  degree 
of  credit  due  to  the  fidelity  with  which  the  prevailing  winds  of  the  year  are  represented  on  Plate  XVIII. 

As  the  compiler  wades  through  log-book  after  log-book,  and  scores  down  in  column  after  column,  and 
upon  line  after  line,  mark  after  mark,  he  at  last  finds  that,  under  the  month  and  from  the  course  upon 
which  he  is  about  to  make  an  entry,  he  has  already  made  four  marks  or  scores,  thus  (1 1 1 1).  The  one  that 
he  has  now  to  enter  will  make  the  fifth,  and  he  "  scores  and  tallies,"  and  so  on,  until  all  the  abstracts 
relating  to  that  part  of  the  ocean  upon  which  he  is  at  work  have  been  gone  over,  and  his  materials  exhausted. 
These  "fives  and  tallies"  are  exhibited  on  Plate  I. 

Now,  with  this  explanation,  it  will  be  seen  that,  in  the  district  marked  A,  there  have  been  examined 
the  logs  of  vessels  that,  giving  the  direction  of  the  wind  for  every  eight  hours,  have  altogether  spent  days 
enough  to  enable  me  to  record  the  calms  and  the  prevailing  direction  of  the  winds  for  eight  hours,  2,144 
times ;  of  these,  285  were  for  the  month  of  September ;  and  of  these  285  observations  for  September,  the 
wind  is  reported  as  prevailing  for  as  much  as  eight  hours  at  a  time:  from  N.,  3  times;  from  N.N.  E.,  1 ; 
N.E.,  2;  E.N.E.,  1;  E,  0;  E.  S.  E.,  1;  S.E.,  4;  S.S.E.,  2;  S.,  24;  S.S.W.,  45;  S.W.,  98;  W.S.W.,  24; 
W.,  47;  W.  N.  W.,  17  ;  N.  W.,  15;  N.  N.  W.,  1 ;  Calms  (the  little  O's),  5.  Total,  285  for  this  month  in  this 
district. 

The  number  expressed  in  figures  denotes  the  whole  number  of  observations  of  calms  and  winds 
together  that  are  recorded  for  each  month  and  district. 

In  C,  the  wind  in  May  prevails  one-third  of  the  time  from  west.  But  ia  A,  which  is  between  the 
same  parallels,  the  favorite  quarter  for  the  same  month  is  from  S.  to  S.  W.,  the  wind  blowing  one-third  of 
the  time  from  that  quarter,  and  only  10  out  of  221  times  from  the  west;  or,  on  the  average,  it  blows  from 
the  west  only  IJ  day  during  the  month  of  May. 

In  B,  notice  the  great  "  Sun  Swing"  of  the  winds  in  September,  indicating  that  the  change  from  sum- 
mer to  winter,  in  that  region,  is  sudden  and  violent;  from  winter  to  summer,  gentle  and  gradual. 

In  some  districts  of  the  ocean,  more  than  a  thousand  observations  have  been  discussed  for  a  single 
month,  whereas,  with  regard  to  others,  not  a  single  record  is  to  be  found  in  any  of  the  numerous  log-books 
at  the  N.  Observatory. 

After  all  the  materials  on  hand  have  been  exhausted  for  the  investigating  sheet,  its  "scores  and  tallies" 
are  summed  up  for  each  of  the  16  points,  and  separately  also  for  each  month,  and  recorded  in  Arabic 
numerals.  They  are  now  ready  to  be  transferred  to  the  wind-roses  of  the  Pilot  Chart,  which,  it  may  be 
seen  by  reference  to  Plate  V.,  consist  of  a  number  of  engraved  squares,  without  regard  to  the  figure  of  the 
earth,  and  with  four  inscribed  concentric  circles  in  each;  and  in  these  circles  are  radii,  drawn  so  as  to 


228  THE  WIND  AND  CURKENT  CHARTS. 

represent  every  alternate  point  of  the  compass-card,  thus:  N.,  N.  N.  E.,  N.  E.,  E.N.  E.,  E.;  and  so  on  around 
the  compass.     See  Plate  V. 

After  all  the  log-books  within  reach  have  been  examined,  and  the  observations  collated  for  this  letter 
of  the  series,  as  in  Plate  I.,  the  results  are  collected  for  each  district,  arranged  according  to  months,  and 
entered,  each  set  in  its  wind-rose,  Plate  V.,  as  the  circumscribed  square,  with  its  concentric  circles  and  points 
of  the  compass,  is  called.  These  entries  are  made  in  such  a  manner  as  to  show  at  a  glance  the  prevailing 
winds  for  any  month  in  any  part  of  the  ocean.  Not  only  so,  the  navigator  sees  at  a  glance  how  many 
days  of  observation  have  been  discussed  for  each  month  in  any  district ;  and  of  these  he  sees  the  number  - 
of  times  calms  have  been  found,  and  the  number  of  times  the  winds  have  been  reported  as  coming  from 
each  of  the  sixteen  points  of  the  compass. 

Thus,  in  the  wind-rose  for  the  district  between  5°  and  10°  N.,  15°  and  20°  West,  and  marked  A, 
Plate  v.,  he  would  observe  that,  in  August,  705  observations  as  to  the  course  of  the  wind  had  been  made 
here,  and  13  as  to  the  calms ;  i.  e.  out  of  '-3-  days,  or  parts  of  days,  passed  by  ships  in  this  district  during 
the  month  of  August  of  various  years,  the  prevailing  condition  of  the  weather  for  consecutive  periods  of 
eight  hours'  duration  each,  was  found  to  be  calm  thirteen  times ;  and  the  winds  were  observed  to  blow  from 
E.  4  times;*  E.  S.  E.,  17;  S.  E.,  5;  S.  S.  E.,  165;  S.,  280;  S.  S.  W.,  171;  S.  W.,  23;  W.  S.  W.,  26;  W., 
8  ;  W.  N.  W.,  2  ;  N.  W.,  1 ;  N.  N.  W.,  2 ;  N.  N.  E.,  1 ;  and  the  other  points  0. 

The  object  has  been  to  get  for  these  Charts  at  least  one  hundred  observations  for  each  month  in  every 
square  of  the  ocean  ;  this  would  require  for  the  three  great  oceans  1,669,200  observations  upon  the  direc- 
tion of  the  winds  alone. 

In  some  of  the  wind-roses,  or  districts  of  5°  square,  we  have  obtained  more  than  a  thousand  observa- 
tions for  a  single  month ;  whereas,  in  neighboring  districts  and  for  other  months,  we  are  left  without  a 
single  observation — so  limited  and  marked  are  the  commercial  paths  over  the  ocean,  according  to  the 
seasons. 

In  the  South  Atlantic,  between  the  route  to  and  fro  around  Cape  Horn,  and  the  route  to  and  fro 
around  the  Cape  of  Good  Hope,  there  is  a  part  of  the  ocean  of  immense  extent,  that  is  seldom  traversed  by 
any  vessel.     The  Pilot  Charts,  therefore,  are  silent  with  regard  to  the  winds  there. 

As  the  wind  is  found  to  blow  in  any  part  of  any  given  district  or  division  of  5°  square,  so  it  is  assumed 
to  blow  at  that  time  in  all  other  parts  of  that  district. 

The  Pilot  Charts,  therefore,  give  us  the  number  of  times  that  the  wind,  in  any  part  of  the  ocean,  is 
found  in  a  given  number  of  times  to  come  from  each  point  of  the  compass ;  and  consequently,  by  studying 
the  Pilot  Chart,  we  see  the  ratio  between  the  number  of  winds  from  any  one  point,  and  the  number  of  winds 
from  all  the  other  points  of  the  compass. 

With  such  data  it  is  practicable  to  calculate,  according  to  the  doctrine  of  chances,  the  track  which  will 
give  the  shortest  average  passage  under  canvass  from  port  for  any  month. 


*  Taking  "time"  to  menn  a  period  of  eight  hours,  or  three  "times"  to  make  a  day. 


THE   PILOT  CHAKT3.  229 

This  I  have  done  for  the  routes  generally,  between  Europe  and  America ;  and  from  the  ports  of  the 
United  States,  as  far  south  as  the  parallel  of  Rio  de  Janeiro. 

In  order  to  select  the  best  average  track,  from  one  place  to  another,  as  from  the  ports  of  the  United 
States  to  Eio,  or  to  those  of  Europe,  the  Pilot  Charts  have  been  discussed  in  the  following  manner : — 

Blank  charts  on  a  scale  of  5°  to  an  inch  at  the  equator,  Mercator's  projection,  are  constructed  and. 
lithographed  for  the  whole  ocean,  twelve  times  over,  so  as  to  have  one  complete  set  for  each  month. 

In  every  space,  of  5°  square,  a  sort  of  compass-card  is  drawn,  as  in  Plate  VI. 

In  the  centre  of  this  card  are  written  two  numbers — the  upper  number  shows  the  times — counting  8 
hours  as  "  a  time" — the  winds  have  been  observed  in  that  square,  for  the  given  month,  which  in  this  case  is 
July  (see  A — Plate  YI.),  and  the  lower  number  shows  the  per  cent,  of  "the  times"  in  which  calms,  accord- 
ing to  the  number  of  observations  made,  and  the  principles  of  averages,  ought  to  prevail  for  as  much  as  8 
hours  at  a  time.  Thus,  in  said  square  A,  there  have  been  discussed  for  the  Pilot  Charts,  in  the  month  of 
July,  433  observations,  and  of  these,  8  in  all,  or  2  per  cent,  of  the  whole,  represent  calms  as  the  prevailing 
condition  of  the  atmosphere  for  that  month  and  part  of  the  ocean. 

These  two  quantities  are  thus  stated  in  order  to  enable  me,  as  well  as  those  who  take  the  Charts  for 
their  guide,  to  form  some  estimate  as  to  the  degree  of  confidence  due,  or  as  to  the  weight  to  be  attached  to, 
the  courses  recommended  and  the  routes  proposed  for  vessels. 

Thus,  more  weight  is  attached  to  a  course  that  should  be  recommended  through  square  A,  than  to  one 
through  square  B ;  because,  in  A,  average  results  are  derived  from  483  observations ;  whereas  in  B,  they 
depend  upon  only  21,  and  calms,  it  appears,  prevail  there  11.1  per  cent,  of  the  time,  which  is  probably  out 
of  proportion. 

The  object,  however,  is  to  show  the  proportion  according  to  the  ratio  of  percentage,  of  the  winds  from 
each  point  of  the  compass,  and  the  percentage  by  which,  according  to  that  showing,  a  vessel  in  attempting 
to  sail  100  miles,  or  any  other  distance  through  that  square  on  any  given  course,  would,  on  the  average, 
have  to  increase  that  distance  on  account  of  the  average  prevalence  of  adverse  winds. 

Thus,  suppose  a  vessel  should  wish  to  sail  west  through  square  B  in  July;  an  inspection  of  the  Plate 
will  show,  supposing  the  21  observations  give  a  fair  average  as  to  the  winds  in  that  square  for  that  month, 
that  16.5  per  cent,  of  the  winds  ihere,  are  from  the  west ;  that  11  per  cent,  are  from  "W.  S.  W. ;  3.5  from 
W.  N.  W. ;  16.5  from  S.  W. ;  and  5.5  from  N.  W. ;  all  these  winds  are  adverse  for  a  west  course,  and 
consequently  they  would  compel  her  to  turn  off  from  a  west  course  so  as  to  increase  the  distance  required 
37.4  per  cent. 

In  truth,  it  appears  from  those  21  observations,  that  49.5  per  cent,  of  all  the  winds  that  blow  here  in 
July,  are  between  W.  and  S.  S.  W.,  inclusive ;  that  it  is  calm  11.1  per  cent,  of  the  time ;  and  that,  conse- 
quently, it  is  an  unfavorable  part  of  the  ocean  for  a  vessel  to  pass  through,  that  wants  to  get  from  Europe 
to  the  United  States,  i.  e.  that  wants  to  get  to  the  southward  and  westward ;  it  moreover  appears  that  a 
vessel  would  have  no  difficulty  except  on  account  of  the  calms,  in  getting  to  the  eastward  through  this 
same  region. 


230  THE  WIND  AND  CURRKNT  CHARTS. 

Again,  the  square  0,  which  is  between  two  lower  parallels,  and  in  whicli  we  have  the  experience  of  41 
vessels  to  guide  us ;  a  vessel,  to  make  a  W.  S.  "W.  course  through  this  square  in  July,  would  have  to 
contend  against  53.7  per  cent,  of  winds  directly  ahead,  with  the  chances  of  having  to  increase  her  distance 
93.7  per  cent.  Here  we  again  see  the  prevalence  of  head  winds  for  vessels  bound  to  the  United  States,  and 
perceive  that  it  is  a  bad  part  of  the  ocean  for  a  vessel  so  bound  to  be  in,  though  there  are  no  calms. 

It  is  thus  that  the  Chart  for  July,  for  the  whole  ocean,  is  filled  up  from  the  Pilot  Chart,  with  the  per 
cent,  of  calms  and  head  winds  for  each  month.  This  is  an  operation  which  involves  an  immense  amount 
of  labor. 

This  being  done,  the  next  step  in  the  process  is,  to  find  out  the  best  course  for  a  vessel  bound  in  any 
other  direction,  to  proceed  in  any  given  month. 

To  do  this,  it  is  necessary  to  find  out  that  track,  which,  with  the  average  per  centum  of  increased 
distance  on  account  of  head  winds,  and  the  increase  on  account  of  detour,  shall  give  the  shortest  distance 
from  port  to  port — for,  when  that  is  found,  it  is  called  the  shortest  average  route.  This  route,  when  thus 
found,  is  the  route  which  vessels  are  recommended,  in  the  Sailing  Directions,  to  take  for  the  several  months, 
to  and  from  Europe  to  the  equator,  &c. 

This  is  a  tedious  operation ;  for  a  satisfactory  solution  of  this  problem  is  not  to  be  attained  without 
many  trials.  For  instance,  after  crossing  the  meridian  of  25°  W.,  bound  from  Liverpool  to  New  York,  it 
is  comparatively  easy,  in  July,  as  a  mere  inspection  of  Plate  VI.  shows,  to  make  westing  between  the 
parallels  of  40°  and  45°.  But  the  head  winds,  and  the  detour  they  cause  a  vessel  to  make,  when  she  comes 
to  try  it,  may  involve  such  an  increase  of  distance  as  to  make  it  better  to  take  the  chances  by  some  other 
route ;  so  that  it  is  not  the  difficulty  of  getting  through  one  square  alone  that  has  to  be  considered  at  a 
time,  but  the  difficulties  of  getting  through  all  united. 

It  may  turn  out,  after  this  tentative  process  has  been  repeated  again  and  again,  that,  when  we  come  to 
examine  and  compare  such  results,  we  may  find  two  routes  widely  differing,  yet  each  requiring  nearly  the 
same  distance  to  be  accomplished.  In  that  case,  each  track  is  traced  from  port  to  port;  the  percentage  of 
head  winds  and  detour  is  got  at  carefully  for  each  square  through  which  it  passes,  and  then,  in  the  Sailing 
Directions,  the  preference  is  given  to  that  track  which  is  least  liable  to  calms,  to  adverse  currents,  and  to 
other  collateral  drawbacks,  perplexities,  and  delays ;  and  which  track  also  has  in  its  favor  the  shortest 
distance,  and  the  greatest  number  of  chances  for  fair  winds. 

The  centre  figures  in  each  square,  Plate  VI.,  stand  as  before  remarked,  for  the  whole  number  of 
observations  and  the  per  centum  of  calms.  The  next  figures  which  are  arranged  along  the  inner  circle, 
are  the  per  centum  of  head  winds  for  the  courses  on  which  they  stand,  and  the  outer  circle  of  figures 
express  the  number  of  miles  that  adverse  winds  will  compel  a  vessel  to  turn  out  of  the  way,  if  she  attempt 
to  sail  100  miles  direct  on  the  course  on  which  these  figures  stand. 

Thus,  it  will  be  perceived,  that  no  navigator  can  reasonably  expect  that  the  new  routes  which  I 
recommend,  are  to  give  the  short  passages  always,  and  in  every  individual  case.  They  give  the  shortest 
passages  on  the  average,  and  thus  offer  the  best  chances  for  a  short  passage  at  all  times — that's  all.     Those 


THE   PILOT  CHARTS.  231 

chances,  as  tlie  Charts  show,  may,  and  sometimes  will,  turn  up  adversely.  Thus,  a  vessel  trading  to 
Europe,  may  be  told  in  the  Sailing  Directions,  that  her  best  route  in  July  passes  through  square  D,  and 
that  her  course  through  it  is  east.  Once  in  a  hundred  times,  however — and  just  once  in  a  hundred  on  the 
average — the  Pilot  Chart  to  which  she  is  referred  for  a  guide,  tells  her  the  wind  in  that  square  comes  from 
the  east ;  and  she  may  find  it  when  she  gets  there  directly  in  her  teeth ;  she  may  be  the  unfortunate 
hundredth  vessel ;  we  cannot  tell.  All  that  I  pretend  to  tell  the  navigator  in  such  cases,  is  where  he  will 
find  the  greatest  number  of  chances  in  his  favor,  and  what  is  the  best  route  for  him  to  pursue.  In  like 
manner,  he  may  be  recommended  not  to  attempt  to  stand  W.  S.  W.  through  C,  for  then  the  chances  are 
fifty-four  in  a  hundred  that  he  will  have  the  wind  directly  in  his  teeth;  still,  a  vessel  may  pass  through  this 
square  seven  times,  and  each  time  find — as  the  Chart  shows  it  is  possible,  though  hardly  probable,  she  may 
find — the  wind  exactly  in  the  opposite  direction. 

With  this  full  explanation  as  to  the  process  by  which  the  new  routes  here  recommended  are  discussed 
and  discovered,  the  intelligent  navigator  who  adopts  them  will  perceive  that  these  discoveries  and  these 
routes  are  no  matter  of  opinion  with  me,  but  that  they  are  the  results  of  the  experience  of  all  the 
navigators  combined,  whose  observations  have  been  used  in  the  construction  of  the  Charts. 

In  the  European  voyages,  I  have  found  not  much  room  for  improvements  as  to  routes,  except  to  those 
shipmasters  who  are  just  entering  that  trade;  to  them,  these  Charts  give  all  the  information  as  to  winds, 
currents,  and  routes,  that  is  possessed  by  the  oldest  and  most  experienced  "  Packet  Captain." 

When  navigators  generally  shall  agree  to  follow  these  new  routes,  the  average  sailing  passage  between 
Europe  and  America  will,  it  is  believed,  from  what  has  already  been  done,  be  considerably  shortened. 

But  the  new  routes  which  these  Charts  have  suggested  to  the  equator,  and  jvhich  lead  through  parts 
of  the  ocean  in  which  the  winds  and  currents  were  not  so  well  understood  as  they  are  along  the  tracks  to 
Europe,  have  been  attended  with  more  decided  advantage,  and  the  most  signal  success.  Practically,  they 
have  brought  the  markets  of  India  and  the  southern  hemisphere  many  days  nearer  to  our  doors. 

The  route  of  all  vessels  bound  into  the  southern  hemisphere,  whether  their  destination  be  the  markets 
of  South  America,  of  the  Pacific  or  Indian  Ocean,  is  the  same  as  far  as  the  equator ;  and  these  Charts  have 
actually  shortened  the  average  passage  hence  to  the  equator,  from  two  days  to  two  weeks,  or  more, 
according  to  the  season  of  the  year;  this  is  shown  by  the  results  of  actual  trial.  More  than  a  hundred 
passages  have  been  made  by  these  Charts,  and  according  to  the  routes  prescribed.  The  average  length  of 
passage  by  the  old  route  from  the  ports  of  the  United  States  to  the  line  is  forty-one  days.  The  average 
passage  by  the  new  routes  has  been  so  far,  for  January,  31  days;  for  February,  25;  for  March,  27^; 
April,  28^;  May,  34;  June,  33;  July,  40  (by  the  old  route  iu  this  month  the  passage  is  48  days);  for 
August,  41 ;  for  September,  39 ;  for  October,  37  ;  November,  32,  and  December,  34,  against  38i  by  the  old 
route  for  December. 

The  U.  S.  ship  Saratoga  (Captain  Walker),  and  the  merchant  barque  Dragon  (Captain  Andrew),  sailed 
at  the  same  time,  both  in  the  month  of  September  last  (1850);  the  Saratoga  took  the  old  route,  went  as  far 


232  THE  WIND  AND  CURRENT  CHARTS. 

as  19°  of  west  longitude,  and  crossed  tbe  equator  the  forty-second  day  out.  The  Dragon  took  the  new 
route ;  crossed  the  equator  the  thirty-fourth  day,  and  had  passed  the  parallel  of  Rio  de  Janeiro  in  23°  S. 
before  the  Saratoga  had  reached  the  line;  thus  making  a  gain  of  1,500  miles  upon  her  competitor,  with  a 
saving,  that  far,  of  ten  days  or  two  weeks  on  the  passage. 

Thus,  the  importance  of  the  undertaking  to  collect  and  embody  the  experience  of  every  navigator  as 
to  the  winds  and  currents  of  the  sea,  and  so  to  present  the  results  of  all  this  information  that  each  may 
have  the  benefit  of  the  experience  of  all,  is  brought  home  to  our  merchants ;  they  reap  benefits  from  it 
daily.    Encouragement  is  therefore  given  for  the  vigorous  prosecution  of  the  work. 

Upwards  of  100,000  sheets  of  these  Charts  have  been  distributed,  and  the  demands  for  them  are  daily 
increasing. 

The  information  afforded  by  the  Pilot  Charts  has  been  presented  in  yet  another  form,  as  Plate  XVIII. 
The  object  of  this  plate,  as  already  explained,  is  to  give  a  sort  of  general  idea  as  to  the  prevailing 
direction  of  the  winds  in  different  parts  of  the  ocean  without  regard  to  exceptions,  and  to  show  at  a  glance 
the  routes  between  the  most  frequented  ports.     It  is  instructive  at  least. 


THE   THEBMAL   OHAKTS.  233 


THE  THERMAL  CHARTS. 

Letter  D  of  the  series  designates  the  Thermal  Charts;  they  show  the  temperature  of  the  surface  water 
of  the  ocean,  wherever  and  whenever  it  has  been  observed.  These  temperatures  are  characterized  by 
colors  and  symbols,  in  such  a  manner  that,  by  a  mere  inspection  of  the  Charts,  the  temperatures  for  any 
one  month  may  be  recognized  and  distinguished  from  the  rest.  The  scale  is  Fahrenheit;  and  the 
temperatures  are  put  down  just  as  they  are  given  in  each  log-boolc,  without  any  attempt  to  correct  for 
error  of  thermometer.  The  Thermal  Chart  of  the  North  Atlantic,  compiled  by  Lieutenant  Gantt,  in  eight 
large  sheets,  has  been  published ;  also  that  of  the  South  Atlantic,  constructed  by  Lieutenant  Gardner,  upon 
the  same  scale. 

The  isothermal  lines  for  80°,  70°,  and  so  on,  for  every  10°  of  ocean  temperature,  have  been  drawn  for 
each  month  upon  these  Charts  by  Professor  Flye. 

They  afford  to  the  navigator  and  the  philosopher  much  valuable  and  interesting  information  touching 
the  circulation  of  the  oceanic  waters,  including  the  phenomena  of  the  cold  and  warm  currents ;  they  also 
cast  light  upon  the  subject  of  the  hyetographic  and  climatic  peculiarities  of  various  regions  of  the  earth  ; 
they  show  that  the  profile  of  the  coast-line  of  inter-tropical  America  assists  to  give  expression  to  the  mild 
climate  of  Southern  Europe;  they  increase  to  a  marked  extent  our  stock  of  knowledge  concerning  the 
Gulf  Stream — that  great  phenomenon  of  the  ocean — for  they  show  that  the  warm  waters  of  this  Stream,  as 
it  pursues  its  course  to  Europe,  have  a  vibratory  motion,  so  to  speak,  across  its  course,  like  a  pendulum 
slowly  propelled  by  heat  on  one  side,  and  repelled  by  cold  on  the  other.  It  vibrates  to  and  fro  with  the 
season,  preserving  in  the  mean  time  a  peculiar  system  of  convolutions  that  calls  to  mind  the  graceful 
wavings  of  a  pennon  as  it  floats  gently  to  the  breeze.  Indeed,  if  we  imagine  the  head  of  the  Gulf  Stream 
to  be  hemmed  in  by  the  land  in  the  Straits  of  Bemini,  and  to  be  stationary  there,  and  then  liken  the  tail  of 
the  Stream  itself  to  an  immense  pennon  floating  gently  in  a  current;  such  a  motion  as  such  a  streamer 
may  be  imagined  to  have,  very  much  such  a  motion  do  these  Charts  show  the  tail  of  the  Gulf  Stream 
to  have. 

These  Charts  were  prepared  for  the  press  in  four  sets — each  set  showing  the  temperatures  for  one 
season — but  they  are  published  with  the  temperatures  of  all  four  seasons  on  the  same  sheet.  A  close 
study  of  them  will  reward  any  student  of  nature  for  his  labor. 

In  1844,  I  read  before  the  National  Institute  a  paper  "  Oa  the  Gulf  Stream  and  Currents  of  the  Sea." 

Up  to  that  time  but  little  was  known  of  this  "  river  in  the  ocean,"  except  that  it  exists,  and  conveys  an 

immense  body  of  warm  water  from  the  Gulf  of  Mexico  through  the  Straits  of  Florida  into  the  Atlantic 

Ocean,  thence  along  the  coast  of  the  United  States  towards  the  shores  of  Europe  by  the  way  of  the  Grand 

30 


284  THE  WIND   AND  (JURKENT  CHAKTS, 

Banks.  Beyond  this*  little  or  nothing  was  known  with  regard  to  it.  But  since  the  appearance  of  that 
paper,  attention  has  been  very  much  directed  to  the  Gulf  Stream.f  The  Coast  Survey  has  been  at  work 
upon  it,  and  the  information  collected  by  that  establishment  and  the  officers  of  the  navy,  with  regard  to  it, 
added  to  that  afforded  by  these  Charts,  may  be  said  to  exceed  in  philosophical  extent  and  value  all  that 
was  previously  known  about  it. 

These  investigations  confirm,  to  a  remarkable  extent,  the  speculations  put  forth  in  that  paper ;  they 
have  converted  many  of  the  suggestions  of  theory  into  philosophical  facts,  and  given  increased  importance 
to  the  views  which  I  had  the  honor  to  present  in  1844. 


•  "Upon  a  correct  knowledge  of  the  force  and  set  of  curients  in  the  ocean  often  depends,  not  only  the  safety  of  vessel  and  cargo, 
but  also  the  lives  of  all  on  board ;  and,  owing  to  the  want  of  this  knowledge,  hundreds  of  vessels,  thousands  of  persons,  and  millions  of 
property  are  annually  cast  away  or  lost  at  sea. 

"  I  do  not  intend  to  occupy  the  time  of  members  with  a  recapitulation  here  of  what  we  do  know  with  regard  to  ocean  currents; 
that  indeed  might  soon  be  told  ;  for  we  know  little  or  nothing  of  them,  except  that  they  are  to  be  met  with  here  and  there  at  sea,  many 
of  them  sometimes  going  one  way  and  sometimes  another ;  and  that  the  waters  of  some  of  them  are  colder  and  of  others  warmer  than 
the  seas  in  which  they  are  found.  That  we  should  have  a  better  knowledge  of  them,  and  of  the  laws  which  govern  them,  is  not  only 
an  important  matter  to  those  who  follow  the  sea,  or  make  ventures  abroad,  but  it  is  also  a  matter  of  exceeding  interest  to  all  those 
whose  enlarged  philanthropy  or  ennobling  sentiments  prompt  in  them  a  desire  to  diffuse  knowledge  among  their  fellows,  or  in  any 
manner  to  benefit  the  human  race.  The  mere  fact  that  this  meeting  is  held  at  all,  is  evidence  ample  and  complete  that  it  is  composed 
altogether  of  such.  I,  therefore,  submit  it  as  a  question  for  the  consideration  of  the  meeting,  whether  it  be  not  competent  for  the 
National  Institute  to  devise  and  set  on  foot  a  plan  for  multiplying  observations  and  extending  our  information  upon  these  interesting 
phenomena.  A  subject  of  vast  importance  in  the  business  of  commerce  and  navigation,  the  currents  of  the  ocean  seem  to  me  to  be 
altogether  worthy  the  attention  of  this  Society — a  series  of  well-conducted  observations  upon  them  would  be  in  perfect  unison  with  the 
great  objects  of  usefulness  for  which  it  was  created  and  now  exists,  and  for  which  its  distinguished  members  and  guests  have  been 
invited,  and  are  here  assembled  from  all  parts  of  the  country. 

"  Before  such  an  assemblage  of  mind  and  intelligence,  it  is  necessary  only  to  mention  the  meagre  state  of  our  information,  even 
with  regard  to  that  gi-eat  anomaly  of  the  ocean,  the  Gulf  Stream;  and  there  will  be — there  can  be,  but  one  mind,  as  to  the  importance 
of  making  further  observations,  and  of  multiplying  facts  with  regard  to  it.  In  simply  reminding  the  Society  that  all  we  know  of  this 
wonderful  phenomenon  is  contained  chiefly  in  what  Doctor  Franklin  said  of  it  more  than  fifty  years  ago,  that  his  facts  were  collected  by 
chance,  as  it  were,  and  his  observations  made  with  but  few  of  the  facilities  which  navigators  now  have,  I  feel  that  enough,  and  all  has 
been  done  that  is  necessary  to  be  done  in  order  to  impress  the  Institute  with  the  importance  of  further  observations  upon  it."  *  * 
— Paper  on  the  Gulf  Stream  and  Currents  of  the  Sea.     Read  before  the  National  Institute,  April  2,  1844,  bij  M.  F.  Maury,  Lieut.  XJ.  S.  N. 

•j-  "  Linked  thus  with  other  geological  agents,  the  currents  of  the  sea  cannot  fail  to  present  themselves  to  the  mind  of  the  geologist 
as  important  and  interesting  subjects  for  investigation.  How  much  more  so  are  they  in  the  eyes  of  the  navigator ;  with  him,  the  source 
of  this  coast  current  is  a  matter  of  conjecture,  and  its  cause  a  mystery.  And  as  to  its  strength,  its  fluctuations,  and  the  laws  which 
govern  them,  his  nautical  books  are  all  but  silent.  Nor  has  the  history  of  navigation  recorded  the  first  series  of  systematic  observations 
upon  it. 

"  Proceeding  farther  into  the  Atlantic,  we  find  a  vast  stream  of  warm  water  running  counter  to  this.  It  is  the  Gulf  Stream  bound 
from  the  Straits  of  Florida  to  the  Banks  of  Newfoundland,  and  thence  to  the  shores  of  Europe.  What  its  breadth  or  depth  may  be, 
we  know  not.  We  are  told,  indeed,  that,  even  at  the  same  place,  it  runs  sometimes  at  the  rate  of  two  knots  the  hour,  sometimes  at  five, 
and  we  know  that  it  may  always  be  found  within  certain  broad  limits,  varying  in  this  too  at  the  same  place,  from  140  to  340  miles. 
With  this,  our  knowledge  of  it  ends ;  though  more  accurate  information  as  to  it  and  its  offsets  would  many  a  time  have  saved  the 
mariner  from  disaster  and  shipwreck,  and  even  now,  would  add  not  a  little  to  the  speedy  and  safe  navigation  of  the  Atlantic. 

"Though  navigators  had  been  in  the  habit  of  crossing  and  recrossing  the  stream,  almost  daily,  for  the  space  of  nearly  300  years, 
its  existence  even  was  not  generally  known  among  them,  until  after  Dr.  Franklin  discovered  the  warmth  of  its  waters,  about  70  years 
ago.  And  to  this  d.iy,  the  information  which  he  gave  us,  constitutes  the  basis,  I  had  almost  said  the  sum  and  substance,  of  all  we  know 
about  it." — Ibid. 


^^Hp  •  In  the  paper  which,  as  already  mentioned,  was  read  before  the  National  Institute  eight  years  ago,  and 
^H  repeated,  by  request,  before  the  Association  of  American  Geologists  and  Naturalists  the  same  year,  it  was 
r  remarked  with  regard  to  the  Gulf  Stream  and  its  counter-current,  the  ice-bearing  current  from  the 
I         north : — 

"  The  Gulf  Stream,  as  it  issues  from  the  Straits  of  Florida,  is  of  a  dark-indigo  blue;  the  line  of  junction 
between  it  and  the  roily  green  waters  of  the  Atlantic,  is  plainly  seen  for  hundreds  of  miles.  Though  this 
line  is  finally  lost  to  the  eye  as  the  Stream  goes  north,  it  is  preserved  to  the  thermometer  for  several 
thousand  miles ;  yet  to  this  day  the  limits  of  the  Gulf  Stream,  even  in  the  most  frequented  parts  of  the 
ocean,  though  so  plainly  marked,  are  but  vaguely  described  on  our  charts.  Thousands  of  vessels  cross  it 
every  year;  many  of  them  make  their  observations  upon  it ;  and  many  more,  if  invited,  would  do  the  same. 
But  no  one  has  invited  co-operation  ;*  consequently,  there  is  no  system ;  and  each  one  that  observes, 
observes  only  for  himself;  and  when  he  quits  the  sea,  his  observations  go  with  him,  and  are  to  the  world 
as  though  they  had  not  been.        *        * 

"  Supposing  the  pressure  of  the  waters  that  are  forced  into  the  Caribbean  Sea  by  the  trade-winds  to  be 
the  sole  cause  of  the  Gulf  Stream,  that  sea  and  the  Mexican  Gulf  should  have  a  much  higher  level  than 
the  Atlantic.  Accordingly,  the  advocates  of  this  theoryf  require  for  its  support  'a  great  degree  of 
elevation.'  Major  Eennell  likens  the  Stream  to  'an  immense  river,  descending  from  a  higher  level  into  a 
plain.'  Now,  we  know  very  nearly  the  average  breadth  and  velocity  of  the  Gulf  Stream  in  the  Florida 
Pass.  We  also  know,  with  a  like  degree  of  approximation,  the  velocity  and  breadth  of  the  same  waters 
off  Cape  Hatteras.  Their  breadth  here  is  about  75  miles  against  32  in  the  Narrows  of  the  Straits,  and 
their  mean  velocity  is  three  knots  ofi"  Cape  Hatteras  against  four  in  the  Narrows.  This  being  the  case,  it 
is  easy  to  show  that  the  depth  of  the  Gulf  Stream  off  Hatteras  is  not  so  great  as  it  is  in  the  Narrows  of 
Bemini  by  nearly  fifty  per  cent.,  and  that,  consequently,  instead  of  descending,  its  bed  represents  the  surface 
of  an  inclined  plane  from  the  north,  up  which  the  lower  depths  of  the  Stream  must  ascend.  If  we  assume 
its  depths  off  Bernini  to  be  two  hundred  fathoms,  which  are  thought  to  be  within  limits,  the  above  rates  of 
breadth  and  velocity  will  give  one  hundred  and  fourteen  fathoms  for  its  depth  off  Hatteras.  The  waters, 
therefore,  which  in  the  straits  are  below  the  level  of  the  Hatteras  depth,  so  far  from  descending,  are  actually 
forced  up  an  inclined  plane,  whose  submarine  ascent  is  not  less  than  ten  inches  to  the  mile ! 

"The  Niagara  is  an  '  immense  river,  descending  into  a  plain.'  But  instead  of  preserving  its  character 
in  Lake  Ontario,  as  a  distinct  and  well-defined  stream  for  several  hundred  miles,  it  spreads  itself  out,  and 
its  waters  are  immediately  lost  in  those  of  the  lake.  Why  should  not  the  Gulf  Stream  do  the  same?  It 
gradually  enlarges  itself,  it  is  true;  but  instead  of  mingling  with  the  ocean  by  broad-spreading,  as  the 
'  immense  rivers'  descending  into  the  northern  lakes  do,  its  waters,  like  a  stream  of  oil  in  the  ocean, 
preserve  their  distinctive  character  for  more  than  3,000  miles. 

"  Moreover,  while  the  Gulf  Stream  is  running  to  the  north  from  its  supposed  elevated  level  at  the 


*  The  Wind  and  Current  Charts  have  called  forth  the  co-operation  liere  proposed. 
■f  That  the  Gulf  Stream  is  caused  by  the  trade-winds. 


^36  THE  WIND  AND  CURRENT  CHARTS. 

south,  tliere  is  a  cold  current  coming  down  from  the  north;  meeting  the  -warm  waters  of  the  Gulf  midway 
the  ocean,  it  divides  itself  and  runs  hy  the  side  of  them  right  back  into  those  very  reservoirs  at  the  south,  to 
which  theory  gives  an  elevation  suiRcient  to  send  out  entirely  across  the  Atlantic  a  jet  of  warm  water  said 
to  be  more  than  three  thousand  times  greater  in  volume  than  the  Mississippi  River.  This  current  from 
Baffin's  Bay  has  not  only  no  trade-winds  to  give  it  a  head;  but  the  prevailing  winds  are  unfavorable  to  it, 
and  for  a  great  part  of  the  way  it  is  below  the  surface,  and  far  beyond  the  propelling  reach  of  any  wind. 
And  there  is  every  reason  to  believe  that  this  polar  current  is  quite  equal  in  volume  to  the  Gulf  Stream. 
Are  they  not  the  effects  of  like  causes?  If  so,  what  have  the  trade-winds  to  do  with  the  one  more  than 
the  other  ? 

"Nay  more.  At  the  very  season  of  the  year  when  the  Gulf  Stream  is  rushing  in  greatest  volume 
through  the  Straits  of  Florida  and  hastening  to  the  north  with  the  greatest  rapidity,  there  is  a  cold  stream 
from  BafSn's  Bay,  Labrador,  and  the  coasts  of  the  north,  running  to  the  south  with  equal  velocity.  Where 
is  the  trade-wind  that  gives  the  high  level  to  Baffin's  Bay,  or  that  even  presses  upon  or  assists  to  put  this 
curretit  in  motion?     The  agency  of  winds  in  producing  currents  in  the  deep  sea  must  be  very  partial. 

"  These  two  currents  meet  off  the  Grand  Banks,  where  the  latter  is  divided.  One  part  of  it  underruns 
the  Gulf  Stream,  as  is  shown  by  the  icebergs  which  are  carried  in  a  direction  tending  across  its  course. 
The  probability  is,  that  this  '  fork'  continues  on  towards  the  south,  and  runs  into  the  Caribbean  Sea,  for  the 
temperature  of  the  water  at  a  little  depth  there  has  been  found  far  below  the  mean  temperature  of  the 
earth,  and  quite  as  cold  as  at  a  corresponding  depth  off  the  arctic  shores  of  Spitzbergen.     *         *        * 

"  More  water  cannot  come  from  the  equator  or  the  pole  than  goes  to  it.  If  we  make  the  trade-winds 
to  cause  the  former,  some  other  wind  must  produce  the  latter;  but  these  cold  currents,  for  the  most  part, 
and  for  great  distances,  are  submarine,  and  therefore  beyond  the  influence  of  winds.  Hence,  it  should 
appear  that  loinds  have  little  to  do  with  the  general  system  of  aqueous  circulation  in  the  ocean. 

"  The  other  '  fork'  runs  between  us  and  the  Gulf  Stream  to  the  south,  as  already  described.     As  far  as 

it  has  been  traced,  it  warrants  the  belief  that  it  too  runs  wp  to  seek  the  so  called  higher  level  of  the  Mexican 
Qyjf  *********** 

"Therefore,  this  immense  volume  of  water,  in  passing  from  the  Bahamas  to  the  Grand  Banks,  meets 
with  an  opposing  force  in  the  shape  of  resistance,  sufficient  in  the  aggregate  to  retard  it  two  miles  and  a 
half  the  minute,  and  this  only  in  its  eastwardly  rate.  There  is,  doubtless,  another  force  quite  as  great, 
retarding  it  towards  the  north,  for  its  course  shows  that  its  velocity  is  the  resultant  of  two  forces  acting  in 
different  directions.  If  the  former  resistance  be  calculated  according  to  received  laws,  it  will  be  found 
equal  to  several  atmospheres.  And  by  analogy,  how  inadequate  must  the  pressure  of  the  gentle  trade- 
winds  be  to  such  resistance,  and  to  the  effect  assigned  them?  If,  therefore,  in  the  proposed  inquiry,  we 
search  for  a  propelling  power,  nowhere  but  in  the  higher  level  of  the  gulf,  we  must  admit,  in  the  head  of 
water  there,  the  existence  of  a  force  capable  of  putting  in  motion  and  driving  over  a  plain,  at  the  rate  of 
5  miles  the  hour,  all  the  waters  as  fast  as  they  can  be  brought  down  by  3,000  such  streams  as  the  Missis- 
sippi River — a  power  at  least  sufficient  to  overcome  the  resistance  required  to  reduce,  from  two  miles  and 


I 


THE  THERMAL  CHARTS.     .  287 

a  half  to  a  few  feet  per  minute,  the  velocity  of  a  stream  that  keeps  in  perpetual  motion  one-fourth  of  all 
the  waters  of  the  Atlantic  Ocean. 

"But,  in  addition  to  this,  may  there  not  bo  a  peculiar  system  of  laws  not  yet  revealed,  by  which  the 
motion  of  fluids  in  such  large  bodies  is  governed  when  moving  through  each  other  in  currents  of  different 
temperature.  That  currents  of  sea  water,  having  different  temperatures,  do  not  readily  commingle,  is  shown 
by  the  fact  already  mentioned — that  the  line  of  separation  between  the  warm  waters  of  the  gulf  and  the 
cold  waters  of  the  Atlantic  is  perfectly  distinct  to  the  eye  for  several  hundred  miles ;  and  even  at  the 
distance  of  a  thousand  miles,  though  the  two  waters  have  been  in  contact  and  continued  agitation  for  many 
days,  the  thermometer  shows  that  the  cold  water  on  either  side  still  performs  the  part  of  river  hanks  in 
keeping  the  warm  waters  of  the  stream  in  their  proper  channel. 

"In  a  winter's  day  off  Hatteras,  there  is  a  difference  between  these  waters  of  near  20°.  Those  of  the 
gulf  being  warmer,  we  are  taught  to  believe  that  they  are  lighter ;  they  should,  therefore,  occupy  a  higher 
level  than  those  through  which  they  float.  Assuming  the  depth  here  to  be  114  fathoms,  and  allowing  the 
usual  rates  of  expansion,  figures  show;  that  the  middle  of  the  Gulf  Stream  here  should  be  nearly  2  feet 
higher  than  the  contiguous  waters  of  the  Atlantic.  Were  this  the  case,  the  surface  of  the  Stream  would 
present  a  double  inclined  plane,  from  which  the  water  would  be  running  down  on  either  side,  as  from  the 
roof  of  a  house.  As  this  ran  off  at  the  top,  the  same  weight  of  colder  water  would  run  in  at  the  bottom ; 
and  thus,  before  this  mighty  stream  had  completed  half  its  course,  its  depths  would  be  brought  up  to  the 
surface,  and  its  waters  would  be  spread  out  over  the  ocean.  Why,  then,  does  not  such  a  body  of  warm 
water,  flowing  and  adhering  together  through  a  cold  sea,  obey  this  law,  and  occupy  a  higher  level  ?  If  it 
did,  the  upper  edges  of  its  cold  banks -would  support  a  lateral  pressure  of  at  least  100  lbs.  to  the  square  foot; 
and  vessels  in  crossing  it  would  sail  over  a  ridge,  as  it  were ;  on  the  east  side  of  which  they  would  meet 
an  easterly  current,  and  on  the  west  side  a  westerly  current.  ******* 

"The  maximum  temperature  of  the  Gulf  Stream  is  86°,  or  about  9°  above  the  ocean  temperature  due 
the  latitude.  Increasing  its  latitude  10°,  it  loses  but  2°  of  temperature.  And,  after  having  run  3,000  miles 
towards  the  north,  it  still  preserves,  even  in  winter,  the  heat  of  summer.  With  this  temperature  it  crosses 
the  40th  degree  of  north  latitude,  and  there,  overflowing  its  liquid  banJcs,  it  spreads  itself  out  for  thousands 
of  square  leagues  over  the  cold  waters  around,  and  covers  the  ocean  with  a  mantle  of  warmth  that  serves 
so  much  to  mitigate  in  Europe  the  rigors  of  winter.  Moving  now  more  slowly,  but  dispensing  its  genial 
influences  more  freely,  it  finally  meets  the  British  Islands.  By  these  it  is  divided,  one  part  going  into  the 
polar  basin  of  Spitzbergen,  the  other  entering  the  Bay  of  Biscay,  but  each  with  a  warmth  considerably 
above  ocean  temperature.  Such  an  immense  volume  of  heated  water  cannot  fail  to  carry  with  it  beyond 
the  seas  a  mild  and  moist  atmosphere.     And  this  it  is  which  so  much  softens  climate  there.        *         * 

"  May  there  not  exist  between  the  waters  of  the  Stream  and  their  fluid  banks,  always  heaving  and 
moving  to  the  swell  of  the  sea,  a  sort  of  peristaltic  force,  which,  with  other  agents,  assist  to  keep  up  and 
preserve  this  wonderful  system  of  ocean  circulation  ?  ******** 

"The  line  of  meeting  between  the  waters  of  the  Gulf  Stream  and  the  Atlantic,  is  distinct  to  the  naked 


238  THE  WIND  AND  CURRENT  CHARTS. 

eye  for  several  hundred  miles.  This  unreadiness  of  cold  and  tepid  sea  water  to  commingle  has  been  often 
remarked  upon,  and  seems  to  impart  to  one  current  the  power  of  dividing  and  turning  others  aside.  Thus 
the  Gulf  Stream  bifurcates  the  Labrador  current,  one  part  of  which  underruns  the  Gulf  Stream,  and  the 
other  takes  a  southwestwardly  direction  along  the  coast.       ******** 

"/i!  would  he  curious  to  ascertain  the  routes  of  these  under  currents  on  their  way  to  the  tropical  regions^  which 
they  are  intended  to  cool.  One  has  been  found  at  the  equator  200  miles  broad,  and  23°  colder  than  the 
surface  water.     Unless  the  land  or  shoals  intervene,  it,  no  doubt,  comes  down  in  a  spiral  curve.  * 

"  What  time  more  fit — what  occasion  more  suitable  than  the  present,  for  maturing  a  plan  of  operations, 
and  for  setting  on  foot  a  system  of  observations  upon  the  Gulf  Stream,  and  its  kindred  phenomena  of  the 
sea?"* 

Thus,  by  a  process  of  reasoning  and  argument,  it  was  shown,  more  than  nine  years  ago,  that  the  Gulf 
Stream,  as  far  as  the  Banks  of  Newfoundland,  flows  through  a  bed  of  cold  water,  which  cold  water  performs 
to  the  warm  the  office  of  hanlcs  to  a  river  ;f  and  which  "  cold  banks,"  thus  pointed  out,  were  discovered  with 
the  deep-sea  thermometer,  by  Lieut.  George  M.  Bache,  U.  S.  N.,  in  1846,  while  operating  in  connection  with 
the  Coast  Survey.  They  partake  so  decidedly  of  the  character  of  hanhs  of  a  river,  that  in  the  annual 
reports  of  the  Coast  Survey  for  1846,  and  elsewhere,  these  banks  were  likened  to  a  "  cold  wall ;"  and  by 
Lieut.  Bache,  in  his  report  to  the  superintendent  of  the  survey,  to  "  a  bank  of  cold  water  against  which  the 
Gulf  Stream  butts  up.":]: 

It  was  also  theoretically  shown  that  the  Gulf  Stream  actually  flows  up  hill:§ 


*  From  this  question  maybe  traced  the  origin  of  the  undertaking  which  has  resulted  in  the  "Wind  and  Current  Cliarts."  The 
Association,  appreciating  the  importance  of  the  subject,  and  the  suggestions  connected  with  it,  readily  came  forward  and  used  their 
influence  in  behalf  of  the  undertaking.     It  was  remarked  to  them  then  : — 

"  Gentlemen  here,  and  good  men  everywhere,  can  do  much  to  aid  in  this  plan,  by  giving  it  their  countenance,  and  using  their  influ- 
ence with  masters,  by  inducing  them  to  send  to  Washington  an  abstract  of  their  logs,  though  it  contain  only  the  track  of  the  vessel,  with 
the  winds  and  temperatures.  Even  this  would  be  valuable,  and  anything  additional  would  be  much  more  so.  Our  whalemen  do  collect, 
and  have  it  in  their  power  to  give  much  truly  valuable  information.  That  which  they  collect  concerns  the  meteorologist,  the  naturalist, 
and  others,  not  less  than  the  navigator  and  geologist.  Indeed,  the  ocean,  with  its  almost  unsealed  book  of  mysteries,  presents  to  the 
rotary  of  science,  whatever  be  the  name  of  his  association,  a  common  highway,  upon  which  each  society,  like  every  nation,  may  make 
its  ventures,  and  return  in  vessels  laden  with  treasures  to  enrich  the  miud  and  benefit  the  human  race." — ExtracI  from  a  Paper  on  the 
Currents  of  the  Sea,  as  connected  with  Otology,  read  before  the  Association  of  American  Geologists  and  Naturalists,  May  14,  1844 — by  M.  F. 
Maury,  Lieut.  U.  S.  N. 

f  "  The  cold  water  on  either  side,  still  at  the  distance  of  a  thousand  miles,  performs  the  part  of  river  banks  in  keeping  the  warm 
water  of  the  (Gulf)  Stream  in  the  proper  channel." — Paper  on  the  Oulf  Stream  and  Currents  of  the  Sta. 

X  "Here,  on  the  left,  we  have  the  main  currents  of  the  (Gulf)  Stream  turned  to  the  eastward  by  Cape  Hatteras,  and  hulling  up 
against  a  bank  of  cold  water,  which  it  overflows." — Report  of  Coast  Survey,  1846,  Appendix  No.  4,  page  50. 

J  "  It  is  easy  to  show  that  the  depth  of  the  Gulf  Stream  off  Hatteras,  is  not  so  great  as  it  is  in  the  'narrows,'  off  Bernini,  by  nearly 
60  per  cent. ;  and  that,  consequently,  instead  of  descending,  its  bed  represents  the  surface  of  an  inclined  plane  from  the  north,  up  which 
the  lower  depths  of  the  stream  must  ascend.     If  we  assume  its  depth  ofiF  Bernini  to  be  200  fathoms,((j)  which  are  thought  to  be  within 


(a)  Its  depth  in  the  Florida  Pass  has  been  ascertained  by  the  ofScers  of  the  United  States  ship  Albany,  Commander  Piatt,  acting 
under  the  instructions  of  Commodore  Warrington,  to  be  500  fathoms.  That  is,  bottom  has  been  obtained  at  that  depth.  Whether  the 
Gulf  Stream  water  reaches  all  the  way  to  the  bottom,  is  another  question. 


p 


THE  THERMAL  CHAKTS.  289 


That  its  bottom  is  a  bed  of  cold  water  :* 

That  it  bifurcates  a  cold  stream  from  the  north,  near  the  Banks  of  Newfoundland,  and  that  one  fork  of 
this  stream  pursues  thence,  on  the  other  side  of  the  Gulf  Stream,  a  souihwestwardly  course  as  a  current  of 
cold  water,  for  the  most  part  submarine  :f 

That  it  is  bifurcated  by  the  British  Isles::}: 

And  that  its  surface  is  a  double  inclined  plane,  having  the  ridge,  or  line  of  meeting  of  the  two  planes, 
near  the  axis  of  the  stream — from  which  the  surface  water,  like  the  rain  from  the  roof  of  a  house,  runs  off 
towards  each  side.§ 

Thus  most,  if  not  all  the  conditions  which  the  study  of  the  subject  induced  me,  in  1844,  to  announce 
as  theoretically  to  exist,  have  since,  as  already  remarked,  been  converted  into  physical  facts  by  the  opera- 
tions of  the  Coast  Survey,  or  by  the  navigators  who  have  been  observing  in  connection  with  the  Wind 
and  Current  Charts. 

The  observations  made  in  1846  by  Lieut.  George  M.  Bache,  U.  S.  N.,  for  the  Coast  Survey,!  and  con- 
tinued in  1847^^  and  1848,**  by  Lieutenants  S.  P.  Lee  and  Kichard  Bache,  upon  the  deep-sea  and  surface 
temperatures  in  and  about  the  Gulf  Stream,  and  confirmed,  as  to  the  surface  temperatures,  by  these  Charts, 
as  well  as  by  the  observations  of  Lieut.  J.  C.  Walsh,  U.  S.  N.,  while  observing  in  connection  with  them  in 


limits,  the  above  rates  of  breadth  and  velocity  will  give  114  fathoms  for  its  depth  off  Hatteras.  The  waters,  therefore,  which,  in  the 
Straits,  are  below  the  level  of  the  Hatteras  depth,  so  far  from  descending,  are  actually  forced  up  an  inclined  plane,  whose  submarine 
ascent  is  not  less  than  10  inches  to  the  mile." — Paper  on  the  Gulf  Stream  and  Current!  of  the  Sea,  read  before  the  National  Imtitute,  by 
M.  F.  Maury,  Lieut.  U.  S.  N.,  April  2,  1844. 

*  "As  this"  (the  warm  water  of  the  Gulf  Stream  made  specifically  lighter  by  its  temperature)  "ran  off  at  the  top,  the  same  weight 
of  cold  water  would  run  in  at  the  bottom." — Paper  on  the  Gulf  Stream  and  Currents  of  the  Sea,  read  before  the  National  Imtitute,  by  M.  F. 
Maury,  Lieut.  U.  S.  N.,  April  2,  1844. 

"The  Gulf  Stream  bifurcates  the  Labrador  current;  one  part  of  which  underruns  the  Gulf  Stream." — Paper  on  the  Currents  of 
the  Sea,  as  connected  with  Geology;  read  before  the  Association  of  American  Geologists  and  Naturalists,  May  14,  1844,  by  M.  F.  Maury, 
Lieul.  U.  S.  N. 

f  "Apparently,  in  obedience  to  the  laws  here  hinted  at,  there  is  a  constant  tendency  of  polar  waters  towards  the  tropics,  and  of 
tropical  waters  towards  the  pole." — Lieut.  Maury  on  the  Gulf  Stream. 

"It  would  be  curious  to  ascertain  the  routes  of  these  under  currents  on  their  way  to  the  tropical  regions,  which  they  are  intended 
to  cool.  One  has  been  found  at  the  equator,  200  miles  broad,  and  23°  colder  than  the  surface  water.  Unless  the  land  or  shoals  inter- 
vene, it  no  doubt  comes  down  in  a  spiral  curve ;  meeting  the  warm  waters  of  the  Gulf  midway  the  ocean  (the  cold  current),  divides  itself 
and  runs  by  the  side  of  them  right  back  into  those  very  reservoirs  of  the  south." — Ibid. 

J  "It  finally  meets  the  British  Islands.  By  these  it  is  divided— one  part  going  into  the  polar  basin  of  Spitzbergen;  the  other  en- 
tering the  Bay  of  Biscay." — Ibid. 

I  "In  a  winter's  day  off  Hatteras,  there  is  a  difference  between  these  waters  of  near  20°.  Those  of  the  gulf  being  warmer,  we 
arc  taught  to  believe  that  they  are  lighter;  they  should,  therefore,  occupy  a  higher  level  than  those  through  which  they  float.  Assum- 
ing the  depth  here  to  be  114  fathoms,  and  allowing  the  usual  rates  of  expansion,  figures  show  that  the  middle  of  the  Gulf  Stream  here 
should  be  nearly  two  feet  higher  than  the  contiguous  waters  of  the  Atlantic.  Were  this  the  case,  the  surface  of  the  stream  would  pre- 
sent a  double  inclined  plane,  from  which  the  water  would  be  running  down  on  either  side,  as  from  the  roof  of  a  house.  As  this  ran  off 
at  the  top,  tlie  same  weight  of  colder  water  would  run  in  at  the  bottom;  and  thus,  before  this  mighty  stream  had  completed  half  its 
course,  its  depths  would  be  brought  up  to  the  surface,  and  its  waters  would  be  spread  out  over  the  ocean.  Why,  then,  does  not  such  a 
body  of  warm  water,  flowing  and  adhering  together  through  a  cold  sea,  obey  this  law,  and  occupy  a  hrgher  level?" 

y    Vide  Annual  Report  of  the  Coast  Survey  for  1840.  f  Ibid.,  1847.  **  Ibid.,  1848. 


210  THE   WIND  AND  CURRENT  CHARTS. 

1850 — this  mass  of  careful  observations,  thus  collected — all  goes  to  confirm  the  theoretical  suggestions  of 
1844,  with  regard  to  the  cold  hanks  and  currents  of  cold  water  over  or  through  which  tlie  Gulf  Stream 
finds  its  way  to  the  northward. 

The  officers  of  the  Coast  Survey,  already  alluded  to,  announced  the  banks  of  the  Gulf  Stream  off  the 
coast  of  North  Carolina  and  Virginia,  to  be  a  "  wall  of  cold  water."  They  also  found,  as  had  already  been 
predicted,  the  water  at  great  depths  to  be  a  very  low  temperature — 88°  Fahrenheit. 

They  also  found  on  the  surface  of  the  ocean,  east  of  the  Gulf  Stream,  layers  or  strealss  of  warm  water. 
It  was  inferred  by  them  that  this  warm  water  comes  from  the  Gulf  Stream — that  it  sent  off  a  branch  in 
the  direction  of  the  Island  of  Bermuda.  It  was  concluded,  therefore,  that  here  was  a  bifurcation  of  this 
stream. 

In  1850,  Lieut.  Walsh,  who  was  sent  out  in  the  U.  S.  schooner  Taney,  to  make  certain  observations 
which  Congress  had  authorized  the  Secretary  of  the  Navy  to  have  made,  in  connection  with  my  researches 
concerning  the  winds  and  currents  of  the  sea,  found  like  layers  or  streaks  of  warm  and  cold  water,  and 
came  to  a  like  conclusion  as  to  this  bifurcation  or  "off-set"  of  the  Gulf  Stream. 

In  a  letter  giving  me  an  account  of  his  cruise,  which  was  unfortunately  interrupted  by  his  vessel 
proving  to  be  unseaworthy,  he  says:  "We  discovered  the  hot  waters  of  the  Gulf  Stream  extending  as  far 
east  as  72°  10',  in  a  latitude  so  far  south  as  83°  30'.  The  column  of  water  temperature  in  the  abstract, 
from  May  23  to  29,  while  engaged  in  the  search  for  Ashton  Kock,  willsatisfy  you  of  this  interesting  and 
important  fact;  for  you  will  notice  that  whenever  we  reached  that  longitude,  in  our  various  tracks  between 
the  latitudes  of  83°  30'  and  34°  north,  we  experienced  a  sudden  change  of  as  much  as  5°  and  6°  in  the 
surface  temperature— 70°  to  76°;  this  must  be  a  branch  or  off-set  from  the  Gulf  Stream."  This  "disco- 
very" is  claimed  by  the  Coast  Survey. 

Now,  these  Charts  do  not  show  that  the  temperature  of  the  ocean  between  these  parallels  beyond  the 
usual  limits  of  the  Gulf  Stream  is  permanently  any  higher  than  it  is  between  the  same  parallels  generally, 
until  you  approach  the  coast  of  Africa.  The  isotherms  of  70°  for  each  month,  generally,  after  leaving  the 
Gulf  Stream,  stretch  off  to  the  eastward,  going  up  as  high,  in  some  months,  as  the  parallel  of  45°.  Eecross- 
ing  the  parallel  of  40°  north,  between  the  meridians  of  15°  and  20°  W.,  they  then  make  a  sharp  turn  to 
the  southward  and  eastward,  showing  all  the  surface  water  between  these  lines  and  the  equator  to  be  per- 
manently 70°  and  upwards.  It  is  not  probable,  therefore,  that  the  Gulf  Stream  can  supply  such  an  extent 
of  ocean  with  its  warm  waters ;  nor  is  it  clear  that  the  warm  water  of  the  cool  and  warm  streaks,  reported 
as  above,  comes  from  the  Gulf  of  Mexico.  The  cool  water  is  probably  the  intruder  from  below;  indeed, 
these  Charts  have  revealed  a  natural  process  of  heating  and  cooling  the  surface  of  the  ocean,  which  I  am 
not  aware  has  been  discovered  before.  It  is  exceedingly  beautiful,  and  goes  far  to  explain  this  phenomenon 
of  the  streaks:  when  the  rays  of  the  sun  are  operating  with  their  greatest  intensity  in  the  northern  hemi- 
sphere, they  then  raise  the  temperature  of  the  equatorial  surface  of  the  ocean  to  the  highest  pitch.  Its 
waters  thus  becoming  lighter,  flow  to  the  north  in  a  gentle  surface  current  of  warm  water ;  and  this  current 
is  probably  too  feeble  to  be  detected  by  vessels  in  the  ordinary  course  of  navigation. 


THE  THERMAL  CHARTS.  84t 

Thus  the  isotherm  of  80°,  for  example,  will  pass  from  its  extreme  southern  to  its  extreme  northern 
declination — near  2,000  miles — in  about  three  months. 

Being  now  left  to  the  gradual  process  of  cooling  by  evaporation,  atmospherical  contact,  and  radiation, 
it  occupies  the  other  eight  or  nine  months  of  the  year,  in  slowly  returning  south  to  the  parallel  whence  it 
commenced  to  flow  northward.  How  natural  that  in  flowing  north  it  should  go  in  layers ;  and  in  cooling, 
that  some  parts  should  cool  faster  than  the  others ;  also,  that  the  cool  water  from  below  should  now  and 
then  be  forced  up  through  the  mantle  of  warm  water  with  which  the  heat  has  covered  certain  parts  of  the 
ocean.  When  we  come  down  to  the  lower  temperature — the  isotherm  of  60°,  for  example — the  reverse 
takes  place.  In  this  case,  the  most  rapid  motion  of  this  isotherm  is  due  to  a  movement  of  the  waters  from 
the  hyperborean  regions. 

Between  the  meridians  of  25°  and  30°  west,  the  isotherm  of  60°  in  September,  ascends  as  high  as  the 
parallel  of  56°.  In  October,  it  reaches  the  parallel  of  50°  north.  In  November,  it  is  found  between  the 
parallels  of  45°  and  47°,  and  by  December,  it  has  nearly  reached  its  extreme  southern  descent  between 
these  meridians,  which  it  accomplishes  in  January,  standing  then  near  the  parallel  of  40°.  It  is  all  the 
rest  of  the  year  in  returning  northward  to  the  parallel  whence  it  commenced  its  flow  to  the  south  in 
September. 

Now,  it  will  be  observed,  that  this  is  the  season — from  September  to  December — immediately  succeed- 
ing that  in  which  the  heat  of  the  sun  has  been  playing  with  greatest  activity  upon  the  polar  ice.  Its 
melted  waters,  which  are  thus  put  in  motion  in  June,  July,  and  August,  would  probably  occupy  the  fall 
months  in  reaching  the  parallels  indicated. 

These  waters,  though  cold,  and  rising  gradually  in  temperature  as  they  flow  south,  are  probably 
fresher  ;  and  if  so,  probably  lighter  than  the  sea  water;  and  therefore  it  may  be,  that  both  the  warmer  and 
cooler  systems  of  these  isothermal  lines  are  made  to  vibrate  up  and  down  the  ocean  by  a  gentle  surface 
current  in  the  season  of  quick  motion  ;  and  in  the  season  of  the  slow  motion,  by  a  gradual  process  of 
calorific  absorption  in  the  one  case,  and  by  a  gradual  process  of  cooling  in  the  other. 

We  have  the  same  phenomena  exhibited  by  the  waters  of  the  Chesapeake  Bay  during  the  winter. 

At  this  season  of  the  year,  the  Charts  show  that  water  of  very  low  temperature  is  found  projecting 
out  and  overlapping  the  usual  limits  of  the  Gulf  Stream.  The  outer  edge  of  this  cold  water,  though 
jagged,  is  circular  in  its  shape,  having  its  centre  near  the  mouth  of  the  bay.  The  waters  of  the  bay,  being 
fresher  than  those  of  the  sea,  may,  therefore,  though  colder,  be  lighter  than  the  warmer  waters  of  the  ocean, 
and  thus  we  have  repeated  here,  though  on  a  smaller  scale,  the  phenomenon  as  to  the  flow  of  cold  waters 
from  the  north,  which  force  the  surface  isotherm  of  60°  from  latitude  56°  to  40°  during  three  or  four 
months. 

We  have,  in  the  making  of  ice,  and  in  the  melting  of  it  again,  examples  of  this  irregularity  of  outline 

on  a  still  smaller  scale.     In  the  freezing  of  an  ordinary  pond,  the  fascicles  of  ice  shoot  out,  and  represent 

with  their  spires,  the  jagged  edges,  or  the  cold  and  warm  streaks  alluded  to.     They  perfectly  illustrate,  in 

freezing,  the  manner  in  which  a  gentle  current  of  warm  water,  overflowing  a  surface  of  cold  water,  may 

31 


242  THE  WIND  AND   CURRENT  CHARTS. 

be  supposed  to  send  out  its  couriers  or  advance  streams  ahead ;  and,  in  melting,  the  reverse,  or  the  case  of 
the  cold  water  intruding  upon  the  warmer. 

Changes  in  the  color  or  depth  of  the  water,  and  the  shape  of  the  bottom,  &c.,  would  also  cause 
changes  in  the  temperature  of  certain  parts  of  the  ocean,  by  increasing  or  diminishing  the  capacities  of 
such  parts  to  absorb  or  radiate  heat. 

From  these  facts,  and  in  the  view  which  I  am  induced  to  take  of  them,  I  am  led  to  infer  that  the  mean 
temperature  of  the  atmosphere  between  the  parallels  of  oG°  and  40°  north,  and  over  that  part  of  the  ocean 
in  which  we  have  been  considering  the  fluctuations  of  the  isothermal  line  of  60°,  is  at  least  60°  of  Fahren- 
heit— and  upwards,  from  January  to  August,  and  that  the  heat  which  the  waters  of  the  ocean  derive  from 
this  source,  atmospherical  contact  and  radiation,  is  one  of  the  causes  which  move  the  isotherm  of  60°  from 
its  January  to  its  September  parallel. 

It  is  well  to  consider  another  of  the  causes  which  are  at  work  upon  the  currents  in  this  part  of  the 
ocean,  and  which  tend  to  give  the  rapid  southwardly  motion  to  the  isotherm  of  60°. 

We  know  the  mean  dew-point  must  always  be  below  the  mean  temperature  of  any  given  place ;  and 
that,  consequently,  as  a  general  rule  at  sea,  the  mean  dew-point  due  the  isotherm  of  60°,  is  higher  than  the 
mean  dew-point  along  the  isotherm  of  50°,  and  this  again  higher  than  that  of  40° — this  than  30°, 
and  so  on. 

Suppose,  merely  for  the  sake  of  illustration,  that  the  mean  dew-point  for  each  isotherm  be  5°  lower 
than  the  mean  temperature ;  we  should  then  have  the  atmosphere  which  crosses  the  isotherm  of  60°,  with  a 
mean  dew-point  of  55°,  gradually  precipitating  its  vapors  until  it  reaches  the  isotherm  of  50°,  with  a  mean 
dew-point  of  45°.  By  which  difference  of  dew-point,  the  total  amount  of  precipitation  over  the  entire 
zone  between  the  isotherm  of  60°  and  50°,  has  exceeded  the  total  amount  of  evaporation  from  the  same 
surface. 

Now,  as  a  general  rule  in  the  Atlantic  Ocean,  and  it  may  be  inferred  in  the  Pacific  also,  the  prevailing 
direction  of  the  winds,  to  the  north  of  the  40th  parallel  of  north  latitude,  is  from  the  southward  and 
westward  ;  in  other  words,  it  is  from  the  higher  to  the  lower  isotherms.  Passing,  therefore,  from  a  higher 
to  a  lower  temperature  over  the  ocean,  the  total  amount  of  vapor  deposited  by  any  given  volume  of 
atmosphere,  as  it  is  blown  from  the  vicinity  of  the  tropical  towards  that  of  the  polar  regions,  is  greater 
than  that  which  is  taken  up  again.  How  the  land  may  modify  this  position,  is  another  question.  I  speak 
of  the  rule  at  sea,  not  of  the  exceptions  on  the  land. 

Now,  then,  these  investigations  have  brought  out  prominently  before  us  the  facts  that  there  is,  near 
the  tropics,  both  of  Cancer  and  Capricorn,  a  belt  of  calms  across  the  great  oceans:  that,  on  the  equatorial 
side  of  these  belts,  the  winds  at  the  surface  of  the  sea  blow  permanently  towards  the  equator — i.  e.  they 
come  from  a  cooler,  and  go  to  a  warmer  region ;  thus  increasing  their  capacity  for  moisture,  and  con- 
sequently taking  up  more  vapor  in  this  part  of  their  circuit  than  they  precipitate  down  upon  it  again:  and 
that  on  the  polar  side  of  these  calm  belts  of  the  tropics,  the  prevailing  direction  of  the  wind  on  the  surface 


THE   THERMAL   CHARTS. 


24$ 


of  the  ocean  is  toward  the  poles — i.  e.  from  a  warm  to  a  colder  temperature ;  and,  therefore,  in  this  part  of 
their  circuit,  these  winds  must  deposit  more  vapor  than  they  can  take  up  again. 

These  facts,  though  they  be  not  new,  yet  they  are  pressed  by  the  Charts  so  forcibly  upon  us,  that  we 
are  led  irresistibly  to  the  theoretical  conclusion,  that  the  trade-wind  regions  of  the  ocean  are  the  evaporating 
regions ;  and  that,  as  a  general  rule,  in  all  other  regions  of  the  world,  except  the  deserts,  and  a  few  others, 
mostly  on  the  land,  the  evaporation  is  less  than  the  precipitation,  and  that  the  excess  is  returned  by  the 
rivers  and  the  rains,  in  the  shape  of  currents,  from  towards  the  poles  to  the  evaporating  regions  of  the  torrid 
zone;  and  that  the  total  amount  of  rain  and  river  water  discharged  into  the  sea,  without  the  limits  of  the 
evaporating  region,  expresses  the  volume  by  which  the  cold  currents  exceed  the  warm  currents  of  the  sea 
— designating  as  cold  currents  all  those  which  run  into  the  torrid  zone;  and  all  those  as  warm,  which  bring 
their  waters  from  it. 

These  Charts  indicate  that,  upon  the  ocean,  the  area  comprehended  between  the  isotherms  of  40°  and 
50°  Fahrenheit,  is  less  than  the  area  comprehended  between  the  isotherms  50°  and  60° ;  and  this,  again, 
less  than  the  area  between  this  last  and  70° ;  for  the  same  reason  that  the  area  between  the  parallels  of 
latitude  50°  and  60°  is  less  than  the  area  between  the  parallels  of  latitude  40°  and  50° ;  and  they  indicate 
that,  theoretically,  more  rain  to  the  square  inch  ought  to  fall  upon  the  ocean  between  the  colder  isotherms 
of  10°  difference,  than  between  the  warmer  isotherms  of  the  same  difference. 

Thus,  to  make  myself  clear :  the  aqueous  isotherm  of  50°,  in  its  extreme  northern  reach,  touches  the 
parallel  of  60°  N.  Now,  between  this  and  the  equator  there  are  but  three  isotherms ;  60°,  70°,  and  80°, 
with  the  common  difference  of  10°.  But,  between  the  isotherm  of  40°  and  the  pole,  there  are  at  least  five 
others,  viz:  40°,  30°,  20°,  10°,  0°,  with  a  common  difference  of  10°.  Thus,  to  the  north  of  the  isotherm 
50°,  the  vapor  which  would  saturate  the  atmosphere  from  zero,  and  perhaps  far  below,  to  near  40°,  is 
deposited,  while  to  the  south  of  50°  the  vapor  which  would  saturate  it  from  the  temperature  of  50°  up  to 
that  of  80°,  can  only  be  deposited.  At  least,  such  would  be  the  case  if  there  were  no  irregularities  of 
heated  plains,  mountain  ranges,  land,  &c ,  to  disturb  the  laws  of  atmospherical  circulation  as  they  apply  to 
the  ocean. 

Having  therefore  theoretically,  at  spa,  more  rain  in  high  latitudes,  we  should  have  more  clouds  ;  and, 
therefore,  it  would  require  a  longer  time  for  the  sun,  with  his  feeble  rays,  to  raise  the  temperature  of  the 
cold  water,  which,  from  September  to  January,  has  brought  the  isotherm  of  60°  from  latitude  56°  to  40°, 
than  it  did  for  these  cool  surface  currents  to  float  it  down. 

After  this  southward  motion  of  the  isotherm  of  60°  has  been  checked  in  December  by  the  cold,  and 
after  the  sources  of  the  current  which  brought  it  down  have  been  bound  in  fetters  of  ice,  it  pauses  in  the 
long  nights  of  the  northern  winter,  and  scarcely  commences  its  return  till  the  sun  recrosses  the  equator, 
and  increases  its  power,  as  well  in  intensity  as  in  duration. 

Thus  we  have  here,  for  the  first  time,  beautifully  developed,  the  effects  of  night  and  day,  of  clouds  and 
sunshine,  upon  the  currents  of  the  sea.     These  efiects  are  modified  by  the  operations  of  more  powerful 


244  THE  WIND  AND  CURKENT  CHARTS. 

agents  which  reside  upon  the  land ;  nevertheless,  feeble  though  those  of  the  former  class  may  be,  a  close 
study  of  the  Thermal  Charts  will  indicate  that  they  surely  exist. 

Now,  returning  towards  the  south:  we  may,  on  the  other  hand,  infer  that  the  mean  atmospherical 
temperature  for  the  parallels  between  which  the  isotherm  of  80°  fluctuates,  is  below  80°,  at  least,  for  the 
nine  months  of  its  slow  motion.  This  vibratory  motion  suggests  the  idea  that  there  is,  probably,  some- 
where between  the  isotherm  of  80°  in  August,  and  the  isotherm  of  60°  in  January,  a  line,  or  belt  of 
invariable  or  nearly  invariable  temperature,  which  extends  on  the  surface  of  the  ocean,  from  one  side 
of  the  Atlantic  to  the  other.  This  line,  or  band,  may  have  its  cycles  also,  but  they  are  probably  of  lono- 
periods. 

Theoretically,  such  a  line  ought  to  be  found  for  any  given  year;  but  its  place  for  one  entire  year  may 
not  coincide  with  its  place  for  another,  though  the  motion  of  such  a  belt  from  year  to  year  would  probably 
be  very  small. 

The  observations  upon  which  these  Charts  arc  founded  run  through  a  period  of  half  a  century ;  con- 
sequently, they  show  the  temperature  for  the  months  only,  without  regard  to  the  year;  and,  therefore,  they 
do  not  enable  us  to  decide  satisfactorily  as  to  the  existence  of  such  a  belt  of  uniform,  or  nearly  uniform, 
ocean  temperatures  for  any  one  year. 

Taking  the  isotherms  of  50°  and  60°  to  illustrate  the  manner  generally,  in  which  the  waters  of  different 
temperatures  run  into  each  other,  we  shall  find  that  their  line  of  separation  is  not  smooth,  but  jagged. 
The  line  of  junction  between  the  warm  and  cold  waters  of  the  sea,  is  not  unlike  the  sutures  of  the  skull 
bone  on  a  grand  scale.  The  waters  of  one  temperature  are  dovetailed  and  fitted  into  those  of  another,  in 
apparently  the  most  irregular  manner;  but,  nevertheless,  like  the  sutures  of  the  skull  when  they  come  to 
be  examined  closely,  these  lines  of  articulation  clearly  indicate  traces  of  symmetry.     They  have  their  laws. 

Now  a  vessel — when  waters  of  marked  differences  of  temperature  meet — that  sails  along  near  their 
line  of  junction,  will  come  across  layers  or  streaks  of  water,  at  one  time  warmer,  at  another  cooler. 
Where  a  jagged  point  of  warmer  water  is  found  in  one  month  to  thrust  itself  up  into  a  body  of  cooler 
water,  perhaps  the  next  month  it  will  be  found  that  this  obtruding  of  the  warm  water  has  disappeared, 
and  given  place  to  the  intrusion  from  the  cooler  water — of  an  articulating  surface  equally  irregular  in 
its  outlines.  Such  layers  of  cooler  and  warmer  streaks  of  water  are  generally  to  be  found  along  that  part 
of  the  usual  sailing  route  between  New  York  and  the  north  of  Europe,  which  runs  with  the  Gulf  Stream. 

There  is  on  this  route  a  peninsula  or  island  of  cold  water,  which  hangs  down  into  the  Gulf  Stream  like 
a  curtain  dropped  from  the  north.  Its  position,  as  well  as  its  dimensions,  vary.  It  often  covers  several 
degrees  in  extent — and  it  affords  instances  of  the  greatest  and  most  sudden  changes  that  are  known  to  take 
place  in  the  temperature  of  the  surface  waters  of  the  sea.  It  is  generally  found  about  the  parallel  of  45°, 
and  the  meridian  of  50°.  -  Covering  frequently  an  area  of  hundreds  of  miles  in  extent,  its  waters  differ  as 
much  as  20°,  25°  30°;  and  in  rare  cases  even  as  much  as  35°  of  temperature  from  those  about  it. 

These  waters,  doubtless,  come  down  from  the  cold  regions  of  the  north,  and  are  perhaps  in  the  strongest 
part  of  that  current. 


THE  THERMAL   CHARTS.  246 

The  bottom  of  the  sea  in  that  region — the  Grand  Banks — assists,  no  doubt,  in  forcing  this  mass  of  cold 
waters  to  the  surface ;  and  the  fact  that  they  penetrate  far  down  across  the  usual  track  of  the  Gulf  Stream, 
at  times  almost  cutting  it  in  two,  as  it  were,  seems  to  indicate  that  their  momentum  here  is  greater  than  the 
momentum  of  the  warm  waters  of  the  G  ulf  Stream,  which  they  push  aside ;  or  it  may  be  that  this  part  of 
the  ocean  is  very  shallow.     It  would  be  interesting  to  ascertain  as  to  this  with  lead  and  line.* 

Between  this  peninsula  of  cold  water  and  Newfoundland,  there  is  a  layer  or  branch  of  warm  waters  ; 
perhaps  these  are  brought  there  by  a  bifurcation  of  the  Gulf  Stream.  Here,  we  have  clearly  and  unexpect- 
edly unmasked  the  very  seat  of  that  agent  which  produces  the  Newfoundland  fogs.  It  is  spread  out  over 
an  area  frequently  embracing  several  thousand  square  miles  in  extent,  covered  with  cold  water,  and  sur- 
rounded on  three  sides,  at  least,  with  an  immense  body  of  warm.  May  it  not  be  that  the  proximity  to  each 
other  of  these  two  very  unequally  heated  surfaces  out  upon  the  ocean  would  be  attended  by  atmospherical 
phenomena  not  unlike  those  of  the  laud  and  sea  breezes  ?  These  warm  currents  of  the  sea  are  powerful 
meteorological  agents.  I  have  been  enabled  to  trace,  in  thunder  and  lightning,  the  influence  of  the  Gulf 
Stream  in  the  eastern  half  of  the  Atlantic,  as  far  north  as  the  parallel  of  56°  N.;  for  there,  in  the  dead  of 
winter,  a  thunder-storm  is  not  unusual. 

Eeviewing  now  what  has  been  said  concerning  the  layers  of  cold  and  warm  water  along  the  European 
route  of  the  Gulf  Stream,  and  returning  to  the  cool  and  warm  streaks  mentioned  by  Lieut.  Walsh,  and 
claimed  by  the  Coast  Survey  as  the  discovery  of  a  "  branch"  from  the  Gulf  Stream,  it  appears  probable 
that  the  warm  waters  which  that  survey  encountered,  and  reported  as  coming  from  the  Gulf  Stream,  are  the 
warm  waters  properly  due  the  latitude,  and  the  effect  of  the  South  America  shore  line  as  far  as  Cape  St. 
Eoque,  in  sending  north  its  warm  waters.  The  difl'erence  of  temperature  may  be  partly  due,  also,  to  the 
warm  waters  of  the  surface  being  separated  into  streaks  by  the  cooler  waters  of  the  submarine  current, 
which,  by  the  agitation  of  the  ocean,  are  here  and  there  brought  to  the  surface  through  the  thin  layer  of 
warm  surface  water. 

If  we  draw  a  line  of  a  degree  or  two  in  breadth  from  the  capes  of  the  Chesapeake  and  the  Delaware 
Bays  towards  Cape  St.  Roque  in  Brazil,  we  shall  find  in  this  direction,  after  crossing  the  Gulf  Stream,  a 
remarkable  layer  of  cool  water.  This  layer  extends  to  the  equator,  and  it  is  more  clearly  marked  at  some 
seasons  of  the  year  than  at  others ;  so  much  so,  that  I  have  been  at  a  loss  to  account  for  it.  Like  an 
immense  lake,  it  is  surrounded  with  water  of  a  higher  temperature.  It  cannot,  therefore,  be  brought  there 
by  a  cold  surface  current.     It  is  strictly  a  layer,  in  contradistinction  to  a  current. 

The  only  idea  that  has  suggested  itself  in  explanation  of  this  phenomenon,  is  in  the  conjecture  that 
there  may  be,  stretching  off  in  this  direction,  a  submerged  mountain  range  or  ridge  at  the  bottom  of  the  sea, 
across  which  the  cold  waters  of  this  submarine  current,  as  it  forces  itself  down  towards  the  equator,  are 
brought  to  the  surface  by  the  agitation  of  the  waves. 

Standing  out  like  peaks  in  this  range,  are,  the  islands  of  Fernando  de  Noronha,  the  Penedo  de  San 


Berryman's  experiments  have  proved  these  conjectures  to  be  well  founded. 


246  THE  WIND  AND  CUKBENT  CHARTS. 

Pedro,  and  the  Bermudas.     The  islands  and  mountains  of  Cuba  occupy  a  position  which  a  mountain  spur 
from  this  sunken  range  might  be  supposed  to  occupy. 

Lieuts.  Walsh,  and  S.  P.  Lee,  were  directed  to  run  across  this  supposed  submarine  range  of  mountains 
a  zigzag  line  of  deep-sea  soundings,  from  the  equator  to  the  Capes  of  Virginia.  (P.  217  of  6th  edition.)  But 
unfortunately  circumstances  proved  unfavorable,  and  they  each  had  to  abandon  this  interesting  part  of  his 
work. 

It  was  announced  by  Dr.  Bache,  before  the  American  Association  at  Cleveland,  in  1853,  that  Lieuts. 
Craven  and  Maffit,  U.  S.  N.,  had  discover-ed,  to  the  east  of  the  Gulf  Stream,  off  the  shores  of  the  Carolinas, 
and  S.  W.  of  the  region  indicated,  a  remarkable  elevation  or  ridge  in  the  bottom  of  the  sea,  thus  tending 
to  prove  the  correctness  of  this  theoretical  deduction. 

The  following  letter  from  Lieut.  Berryman  is  interesting : — 

"  We  brought  across,  in  a  zigzag  course,  very  satisfactory  and  uniform  soundings,  until  we  reached  the 
meridian  of  about  48°  west,  where  the  water  deepened,  and  the  temperature  at  400  fathoms  fell  to  60°  from 
65° ;  this,  I  suppose,  must  be  that  cold  stream  which  you  mentioned  (in  one  of  your  papers  on  the  Gulf 
Stream),  as  underrunning  that  stream  after  coming  from  the  north  over  the  Grand  Banks.  This  deep  water, 
too,  was  south  of  our  deepest  cast  on  our  outward-bound  course,  and  must  be  the  valley  of  your  submarine 
mountain,  th^  side  of  which  we  have  already  ascended  high  enough  to  have  only  1,300  fathoms.  I  shall 
try  hard  to  find  the  top.  The  winds  and  the  treacherous  sea  are  serious  obstacles.  We  are  already  driven 
from  our  line  two  or  more  degrees  south  of  False  Bermuda,  and  hardly  a  hope  of  getting  back.  I  was 
particularly  anxious  to  give  it  a  sounding,  for  I  am  now  convinced  Walsh's  wire  cast  was  similar  to  one  I 
had  with  6,600  fathoms,  without  knowing  whether  bottom  was  had  or  not.  The  experiment  was  made  with 
Brooke's  sounding-ball,  and  the  line  parted  in  hauling  it  in.  I  think  the  weight  of  wire  would  keep  it  run- 
ning 'forever  and  a  day,'  and  feel  confident  Mr.  Walsh's  would  have  been  considerably  cut  short  by  our 
mode  of  sounding  with  twine. 

"In  the  position  assigned  the  deep  cast  of  Captain  Barron,  of  the  John  Adams,  we  found  only  2,550 
fathoms,  about  one  mile  south.  We  had  excellent  weather,  and  were  fortunate  in  sounding  it  at  a  period 
of  the  day  when  both  latitude  and  longitude  were  obtained  on  the  spot. 

"Our  cast  of  1,300  fathoms  is  only  180  miles  south  of  Mr.  Walsh's  5,700,  and  ascending  theea.st  side  of 
your  submarine  mountain.  When  our  boat  is  sounding,  two  or  more  oars  are  kept  going,  to  keep  the  line 
up  and  down,  and  when  bottom  is  found,  the  oars  are  stopped,  and  the  boat  suffered  to  ride  by  the  twine, 
and  then  hauled  up  to  the  mark  at  which  the  line  stops  running.  This  is  repeated  several  times,  to  make 
sure  of  having  bottom.  I  have  had  no  chance  of  sounding  from  the  vessel,  and,  indeed,  I  should  .never  do 
it  unless  without  boats  entirely.  The  soundings  taken  on  board  any  of  our  cruising  ships,  where  there  is 
any  drift,  /think,  cannot  be  depended  on  when  the  water  is  over  1,500  fathoms  deep,  and  scarcely  then. 

"The  weather  is  so  boisterous  here,  and  so  little  to  be  depended  on,  that  I  fear  I  shall  be  obliged  to 
pass  over  much  very  interesting  ground,  for  our  provisions  are  nearly  gone;  indeed,  some  parts  of  our 
rations  are  already  consumed,  and  in  a  few  days  our  grog  will  be  stopped  short,  from  the  same  cause. 


^■son 


THE  THERMAL   CHARTS.  24? 


"Passing  over  this  submarine  mountain  of  yours,  suggests  to  my  mind  the  possibility  of  its  having 
something  to  do  with  the  growth  of  tbe/i/cws  natans.  We  pass  increased  quantities  of  it  here,  and  in  more 
compact  masses.  May  not  the  sides  of  your  mountain  be  covered  with  it  ?  Yesterday,  I  gave  Brooke's 
lead  or  'sounding-ball'  another  trial;  and  I  am  sure  it  reached  bottom, and  that  the  shot  became  detached. 
AVe  hauled  in  several  hundred  fathoms,  when  the  line  parted.  I  am  not  established  in  the  belief  of  recover- 
ing the  line  at  all,  for  it  evidently  twists  off,  no  matter  how  slow  we  haul  it  in.  Yesterday,  it  was  hauled 
in  by  hand  very  slow,  giving  every  relief  possible,  when  the  brig  rolled ;  but  it  parted  under  water.  The 
water  has  deepened  from  1,300  to  3,000  fathoms;  so  I  apprehend  we  have  passed  the  great  mountain  ridge. 
I  see  upon  the  English  Chart,  we  are  passing  several  casts  by  a  vessel  called  Harvest,  from  366  fathoms  to 
744.  To-day  we  are  within  70  miles,  and  yesterday  only  40  miles  of  the  366  cast,  and  find  3,000  fathoms. 
Those  casts  were  taken  in  1850,  by  what  means  I  do  not  know.*  Only  one  opportunity  has  offered  for 
ascertaining  current  by  experiment.  By  our  observations,  they  are,  in  this  region,  very  uncertain.  At 
this  season  of  the  year,  I  have  no  doubt  that  but  few  opportunities  offer  for  any  satisfactory  experiments." 

The  isotherms  of  60°,  50°,  and  40°,  take  a  northeastwardly  direction  across  the  Atlantic,  and  show  the 
waters  of  the  ocean  to  be  as  warm,  indeed  warmer,  between  latitude  60°  and  65°,  off  the  shores  of  Europe, 
than  they  are  on  this  side,  near  the  parallels  of  40°  and  45°. 

The  Gulf  Stream  is  roof-shaped ;  that  is,  it  is  higher  in  the  middle  and  lower  at  the  edges — and  has  a 
roof- current  running  from  the  middle  or  axial  line  to  either  edge,  as  suggested  in  1844.  That  it  is  so,  has 
been  proved  by  experiments  since  made  with  regard  to  it,  by  officers  of  the  navy. 

Thus,  in  lowering  a  boat  to  try  a  current,  they  found  that  the  boat  would  invariably  be  drifted  towards 
one  side  or  other  of  the  stream,  while  the  vessel  herself  was  drifted  along  in  the  direction  of  it.  Now,  were 
it  possible  to  make  a  vertical  section  across  the  Gulf  Stream,  the  top  of  it  would  appear  convex,  and  the 
bottom  concave,  unless  where  the  bottom  of  it  reaches  the  bottom  of  the  sea. 

This  feature  of  the  Gulf  Stream,  throws  a  gleam  of  light  upon  the  locus  of  the  gulf-weed,  by  proving 
that  its  place  of  growth  cannot  be  on  this  side  (west)  of  the  middle  of  that  stream.  No  gulf-weed  is  ever 
found  west  of  the  axis  of  the  Gulf  Stream;  and,  if  we  admit  the  top  of  the  stream  to  be  higher  in  the 
middle  than  at  the  edges,  in  consequence  of  the  expansion  due  the  difference  of  temperature  of  the  water 
in  the  middle  and  at  the  edges,  it  would  be  difficult  to  imagine  how  the  gulf-weed  should  cross  it,  or  get 
from  one  side  of  it  to  the  other. 

« 

The  inference,  therefore,  would  be,  that  as  all  the  gulf- weed  which  is  seen  about  this  stream  is  on  its 
eastern  declivity,  the  hcus  of  the  weed  must  be  somewhere  within  or  near  the  borders  of  the  stream,  and  to 
the  east  of  the  middle.  And  this  idea  is  strengthened  by  the  report  of  Captain  Scott,  a  most  intelligent 
shipmaster,  who  informs  me  that  he  has  seen  the  gulf-weed  growing  on  the  Bahama  Banks.  I  have 
specimens  of  it  which  he  had  the  kindness  to  send  me,  with  seed-vessels,  plucked  up  from  the  bottom  while 
at  anchor  on  the  edge  of  the  Gulf  Stream.  Hence  we  account  for  the  fact  that  the  gulf-weed  should  be 
seen  on  the  eastern  and  not  on  the  western  borders  of  the  Gulf  Stream. 


*  With  shoe-thread,  tied  to  scraps  of  old  iron. — M.  F.  M. 


248  THE  WIND  AND   CtJBRENT  CHARTS. 

A  study  of  the  Thermal  Charts  will  reward  the  student  with  new  and  better  ideas  as  to  the  system  of 
oceanic  circulation.  Plate  XX.  exhibits  the  mean  geographical  position  of  the  March  and  September 
isotherms  for  every  ten  degrees  of  Fahrenheit  from  80°  down  to  50°.  These  lines  are  taken  from  the 
Thermal  Charts,  series  D. 

Let  us  take  the  isotherm  of  80°  for  September  as  an  illustration;  the  greatest  effect  of  the  solar  heat 
is  produced  upon  the  land  during  the  month  of  August ;  but  this  Chart  shows  that  it  is  September  before 
the  North  Atlantic  Ocean  is  fully  supplied  with  its  annual  store  of  heat  for  the  winter. 

"We  see  clearly  enough,  by  the  monthly  isotherm  for  80°,  that  the  western  half  of  the  Atlantic  Ocean 
is  heated  up,  not  by  the  Gulf  Stream  alone,  as  is  generally  supposed,  but  by  the  great  equatorial  caldron 
to  the  west  of  longitude  35°,  and  to  the  north  of  Cape  St.  Roque,  in  Brazil.  The  lowest  reach  of  the  80° 
isotherm  for  September — if  we  except  the  remarkable  equatorial  flexure,  which  actually  extends  from  40° 
to  2°  N.,  and  rises  up  again  to  35°  N. — to  the  west  of  the  meridian  of  Cape  St.  Eoque,  is  above  its  highest 
reach  to  the  east  of  that  meridian.  And  now  that  we  have  the  fact,  how  obvious,  beautiful,  and  striking 
is  the  cause  ? 

Cape  St.  Roque  is  in  5°  S.  Now  study  the  configuration  of  the  Southern  American  Continent  from  this 
cape  to  the  Windward  Islands  of  the  West  Indies,  and  take  into  account,  also,  certain  physical  conditions 
of  these  regions :  The  Amazon,  always  at  a  high  temperature,  because  it  runs  from  west  to  east,  is  pouring 
an  immense  column  of  warm  water  into  this  part  of  the  ocean.  As  this  water  and  the  heat  of  the  sun 
raise  the  temperature  of  the  ocean  along  the  equatorial  sea  front  of  this  coast,  there  is  no  escape  for  the 
liquid  element,  as  it  grows  warmer  and  lighter,  except  to  the  north.  The  land  on  the  south  prevents  the 
tepid  waters  from  spreading  out  in  that  direction  as  they  may  do  to  the  east  of  35°  W.,  for  here  there  is  a 
space,  about  18°  of  longitude  broad,  in  which  the  sea  is  clear  both  to  the  north  and  south. 

They  must,  consequently,  flow  north.  A  mere  inspection  of  the  Thermal  Chart  is  sufficient  to  make 
obvious  the  fact,  that  the  warm  waters  which  are  found  east  of  the  usual  limits  assigned  the  Gulf  Stream, 
and  between  the  parallels  of  30°  and  40°  N.  do  not  come  from  the  Gulf  Stream,  but  from  this  great 
equatorial  caldron,  which  Cape  St.  Roque  blocks  up  on  the  south,  and  which  forces  its  overheated  waters 
up  to  the  40th  degree  of  north  latitude,  not  through  the  Caribbean  Sea  and  Gulf  Stream,  but  over  the 
broad  surface  of  the  left  bosom  of  the  Atlantic  Ocean. 

In  contemplating  the  isotherm  of  80°,  for  eacli  month,  we  are  struck  with  the  remarkable  bending 
towards  the  equator,  on  the  eastern  side  of  the  Atlantic.  This  feature  indicates,  more  surely  than  any 
direct  observations  upon  the  currents  can  do,  the  presence,  along  the  African  shores,  of  a  large  volume  of 
cooler  and  running  waters. 

These  are  the  waters  which,  heated  up  in  the  caldron  of  St.  Roque,  in  the  Caribbean  Sea,  and  Gulf  of 
Mexico,  have  been  made,  to  run  to  the  north,  loaded  with  heat,  to  temper  climates  there.  Having 
performed  this  office,  they  are  obedient  still  to  the  "  Mighty  Voice"  which  the  winds  and  the  waves  obey. 
They  are  returning  by  this  channel  along  the  African  shore  to  be  again  replenished  with  warmth,  and  to 
keep  up  the  system  of  beneficent  and  wholesome  circulation  designed  for  the  ocean. 


THE  THERMAL  CHAET3.  249 

The  Thermal  Charts  abound  with  beautiful  results  and  instructive  facts,  all  of  which  are  expressed,  by 
the  Charts  themselves,  much  more  clearly  and  forcibly  than  my  pen  can  utter  them. 

It  is  proposed  to  construct  from  the  same  journals  which  have  afforded  the  materials  for  these 
Thermal  Charts  of  the  Atlantic,  which  journals  give  the  temperature  of  the  air,  also  another  set  of  Thermal 
Charts,  which  shall  relate  to  the  temperature  of  the  atmosphere  over  the  ocean ;  though  Professor  Dov^,  by 
means  of  his  valuable  Thermal  Charts  of  the  atmosphere,  has  rendered  this  labor  much  less  interesting  than 
in  the  absence  of  his  exquisite  work  it  would  have  been;  for  it  has  already  been  shown  by  this  series  of 
Charts,  in  connection  with  his,  that  the  remarkable  bending  of  his  isotherms,  as  they  enter  the  land  along 
the  western  shores  of  Northern  Europe  and  America,  is  owing,  in  a  great  degree,  to  the  manner  in  which 
the  aqueous  curves  of  equal  temperature  approach  those  shores. 

These  Charts  will  show  very  conclusively,  and  in  a  manner  the  most  striking,  that  the  mean 
temperature  of  the  ocean  at  the  surface  is  higher  than  that  of  the  atmosphere. 


32 


250  THE  WIND  AND  CURRENT  CHARTS. 


THE  STORM  AND  RAIN  CHARTS. 

Letter  E  of  the  series — Storm  and  Kain  Charts — was  commenced  for  the  North  Atlantic  by  Lieutenant 
Wm.  Rogers  Taylor,  U.  S.  N. ;  and  in  his  absence  at  sea  in  the  Albany,  it  has  been  continued  by  Lieutenant 
Wm.  H.  Ball,  and  in  his  absence  in  the  U.  S.  ship  Portsmouth,  by  Lieutenant  George  Minor. 

The  object  of  these  Charts  is  to  show  the  total  number  of  observations  that  have  been  discussed  for 
each  month  in  every  space  of  5°  square  in  the  ocean  ;  and  then  to  show  for  every  square  and  month,  the 
number  of  days  each  in  which  there  was  rain,  a  calm,  a  fog,  thunder  and  lightning,  or  a  storm,  and  the 
quarter  from  whence  it  blew. 

The  manner  in  which  these  observations  are  collected  from  the  quarry  of  log-books,  brought  together 
and  discussed,  and  the  officers  at  work  upon  them,  remind  one  of  the  sculptor;  any  single  stroke  of  the 
chisel,  however  well  directed,  does  but  little  towards  developing  the  figure,  which  in  due  time  is  to  stand 
out  from  the  rude  mass  upon  which  he  is  engaged.  So  with  these  observations ;  any  single  one,  however 
accurate,  is  in  itself  worth  but  little.  It  is  only  by  oft-repeated  observations,  multiplied  and  brought 
together  in  sufficient  numbers  to  express  their  own  meaning,  that  satisfactory  and  significant  results  can  be 
obtained.  Then,  like  the  piece  of  statuary  answering  to  the  repeated  touch  of  the  chisel,  the  Charts  speak 
for  themselves,  and  all  at  once  stand  out  before  the  compiler,  eloquent  with  facts  which  the  philosopher 
never  dreamed  were  lurking  so  near. 

Among  the  various  phenomena  presented  in  the  course  of  these  investigations,  some  have  pointed  to 
the  moon,  and  suggested  the  inquiry :  Has  the  declination  of  the  moon  any  influence  upon  the  bands  of 
trade-wind  and  calms,  by  moving  the  edges  of  their  zones  up  and  down  the  ocean,  or  by  accumulating  an 
excess  of  atmosphere,  first  in  one  hemisphere,  then  in  the  other,  according  as  the  declination  be  north  or 
south  ? 

The  abstract  logs  will,  in  the  course  of  time,  afford  observations  enough  probably  to  enable  me  to 
answer  this  question ;  for  it  is  one  of  those  questions  to  which  a  satisfactory  reply,  either  in  the  affirmative 
or  negative,  is  equally  desirable. 

A  preliminary  investigation  of  this  problem  was  assigned  to  Passed  Midshipman  Matthews,  since  lost, 
with  all  hands,  in  a  boat  at  sea.  His  researches  related  entirely  to  the  Atlantic.  Before  he  had  completed 
it,  he  was  ordered  away  to  sea;  and  I  have  not  had  force  since  to  continue  them.  But  I  am  apprehensive 
that  the  true  answer  to  the  question  will  be  so  masked  by  the  effects  of  other  causes  in  moving  these  trade- 
wind  bands  up  and  down  the  ocean,  that  its  purport  will  not  be  perceived. 

Perhaps  the  Pacific  Ocean,  when  there  shall  be  observations  enough  made  in  it,  will  enable  me  to  put 
this  question  to  rest. 

Plate  III.  is  a  sample  of  the  Storm  and  Rain  Chart. 

As  with  the  Pilot  Charts,  so  with  this:  the  ocean  is  divided  out  into  districts  of  5°  of  latitude  by  5° 
of  longitude  for  these  investigations,  and  whatever  phenomenon  is  reported  as  occurring  in  one  part  of  a 
district,  is  assumed  to  occur  in  all  parts  of  that  district. 


THE  STORM  AND  RAIN  CHARTS.  261 

Between  each  pair  of  meridians  having  a  space  of  5°  between  them,  are  12  lines,  for  the  twelve 
months,  always  beginning  with  December,  the  first  winter  month ;  and  horizontally  between  each  pair  of 
parallels  for  each  5°  there  are  13  lines,  eight  of  which  are  for  gales  from  the  eight  semi- quadrants — one  for 
the  calms — one  for  rain — one  for  thunder  and  lightning — one  for  fogs,  and  the  other  for  the  number  of 
observations  called  days,  which  have  been  observed  for  each  month  and  district.  These  last  are  expressed 
in  figures,  and  the  others  according  to  the  method  of  "fives  and  tallies,"  already  explained  for  other  Charts. 

Three  observations  make  a  day ;  so,  in  order  to  see  how  many  days  of  observation  have  been  dis- 
cussed for  any  month,  it  is  necessary  to  divide  by  three  the  number  which  stands  in  the  column  for  the 
months,  and  on  the  line  marked  "days." 

The  object  of  this  Chart  is  to  show  the  exceptions  to  what  may  generally  be  considered  the  prevailing 
condition  of  the  weather  at  sea,  and  to  determine  from  what  quarter  storms  are  most  liable  to  occur  for 
each  month  in  every  district. 

It  may  be  that  mariners  do  not  always  record  in  their  logs  rain,  fog,  thunder  or  lightning.  They  do 
always  mention  gales  and  calms,  and  the  quadrant  whence  the  wind  blows.  It  may,  therefore,  be  probable 
that  both  rains  and  lightning  occur  at  sea  more  frequently  than  it  would  appear  by  the  Charts  they  do ; 
if  so,  I  have  no  means  of  knowing,  until  I  shall  have  received  many  thousands  of  abstract  logs  faitlifully 
kept  according  to  the  form  recommended  by  the  Brussels  Conference,  and  now  universally  used  at  sea, 
wherever  there  is  a  vessel  commanded  by  a  master  capable  of  appreciating  his  duties,  and  the  importance 
of  a  great  work  like  this.  But  it  may  be  presumed  that  mariners  generally  are  not  more  apt  to  neglect 
to  mention  rains,  thunder,  and  fogs  in  one  part  of  the  ocean  than  another ;  and  that,  therefore,  the  relative 
frequency  with  which  they  occur  may  be  supposed  to  be  fairly  indicated  on  the  chart. 

But  as  the  Chart  is  a  fair  exponent,  according  to  the  data  from  which  it  is  constructed,  as  to  the  fre- 
quency of  the  phenomena  to  which  it  relates,  we  are  bound  to  give  it  as  much  faith  and  credit  in  one 
respect  as  in  another,  and,  therefore,  to  assume,  until  we  have  reason  to  suppose  it  otherwise,  that  the 
occurrence  of  rain,  fogs,  and  lightning,  is  fairly  represented  in  point  of  frequency. 

The  scores  designate  not  the  times  that  it  thunders,  or  rains,  or  blows  a  gale,  but  simply  the  number  of 
days  on  which  such  phenomena  have  been  reported  to  occur ;  as  an  example,  a  gale  may  be  accompanied 
with  fog  and  rain,  thunder  and  lightning,  in  which  case  a  score  would  be  made  in  the  appropriate  places 
for  each. 

The  districts  represented  in  Plate  III.  by  A,  B,  and  C,  ext'end  from  30°  to  45°  N.,  and  from  55°  to 
60°  W.  Those  represented  by  D,  B,  and  F,  extend  from  the  equator  to  15°  N.,  between  the  meridians  of 
25°  and  30°  W. 

This  plate  also  affords  matter  that  is  interesting  to  sailor  philosophers. 

Examining  district  F,  it  appears  that  rains  and  calms,  and  N.  W.  gales,  abound  from  December  to 
May  inclusive ;  that  lightning  is  never  seen,  nor  thunder  heard  there,  from  April  to  September  inclusive ; 
that  in  October  there  is  an  occasional  gale  from  the  eastward ;  and  that  from  June  to  September  may  be 
called  a  rainless  season,  during  which  period  there  is  rarely  a  calm,  and  never  a  gale  nor  a  thunder-cloud 
to  disturb  the  air. 


252  THE  WIND  AND  CURRENT  CHARTS. 

This  is  because  the  equatorial  calms  and  their  train  of  atmospherical  disturbances,  have  gone  up,  as 
shown  per  Trade-wind  Charts,  into  district  E.  The  rainy  season  in  E,  is  the  dry  one  of  F.  It  may  be  said 
that  E  has  two  rainy  reasons — one  for  about  two  and  a  half  months  before  August,  the  other  for  three 
months  after. 

It  appears  from  D,  that  the  rains  commence  before  the  calms,  and  continue  after  them ;  that  from 
December  to  March  is  a  rainless  period  ;  and  that  an  electric  display  from  the  clouds  is  a  rare  occurrence 
at  any  time  of  the  year  in  this  district. 

Now  going  to  A,  the  first  thing  that-  strikes  us  is  the  prevalence  of  fogs,  the  regularity  of  precipita- 
tion, the  almost  total  absence  of  gales  in  June  and  July,  the  scanty  rains  in  the  former  month,  and  the 
abundance  of  the  materials  from  which  these  facts  are  drawn. 

Contrasting  this  with  B,  we  find  that  July  and  August  are  the  months  which  are  most  exempt  from 
storms  and  rain,  fogs  and  thunder ;  that  calms  rarely  occur  in  January,  February,  March,  April,  July, 
August,  October,  and  November. 

In  district  C,  storms  and  rains  seldom  occur  in  April,  May,  June,  and  July.  But  it  is  needless  to 
repeat  what  the  Chart  tells  so  plainly  at  a  glance.  Storm  and  Rain  Charts  for  the  Atlantic  Ocean,  North 
and  South,  have  been  published. 


THE  WHALE   CHART. 


In  1847,  materials  sufficient  having  been  collected  from  the  log-books  of  whalers  for  an  investigation 
into  the  habits  and  places  of  resort  of  the  whale,  Lt.  Wm.  L.  Ilerndon  commenced  the  construction  of  this 
Whale  Chart  F  for  the  whole  ocean,  excepting  the  North  Atlantic. 

The  object  of  this  Chart  is  to  show  at  a  glance  where  this  fish  has  been  most  hunted ;  when,  in 
what  years,  and  in  what  months  it  has  been  most  frequently  found — whether  in  shoals,  as  stragglers,  and 
whether  sperm  or  right.     The  sheets  are  numbered  letter  F  of  the  series. 

Lieut.  Herndon  was  interrupted  in  these  highly  interesting  investigations,  by  orders  for  sea  servicfe. 
He  had  proceeded  far  enough,  however,  with  the  Charts,  to  develop  some  of  the  first  fruits,  which,  it  might 
be  expected,  are  concealed  in  a  field  so  abundant  with  treasures  as  this  may  be  well  supposed  to  be.  But 
these  orders  deprived  me  of  the  assistance  of  a  most  valuable  oflicer,  and  greatly  delayed  the  work. 

The  plan  of  conducting  these  investigations  is  by  spaces  of  5°  square,  and  the  observations  are  so 
entered  as  to  show  at  a  glance  the  number  of  days  for  each  month  that  vessels  have  spent  searching  for 
whales  in  each  square ;  the  number  of  days  in  which  whales — and  whether  they  are  sperm  or  right — have 
been  seen ;  also,  the  years  iii  which  whales  of  either  kind  were  seen",  and  the  years  in  which  they  were  not 
seen,  in  any  given  square. 

As  observation  after  observation  in  such  an  immense  field  was  recorded  day  after  day,  with  the  most 
untiring  industry,  and  as  the  oft-repeated  process  finally  began  to  express  a  meaning,  I  was  surprised  to 


THE  WHALE   CHAKT8.  268' 

find  the  lines  for  entering  the  right  whales  were  blanks,  through  certain  districts  of  the  ocean,  from  one 
side  of  the  Chart  to  the  other.  Finally,  it  was  discovered  that  the  torrid  zone  is  to  this  animal  forbidden 
ground,  and  that  it  is  physically  as  impossible  for  him  to  cross  the  equator,  as  it  would  be  to  cross  a  sea  of 
flame.  In  short,  these  researches  show  that  there  is  a  belt  from  two  to  three  thousand  miles  in  breadth, 
and  reaching  from  one  side  of  the  ocean  to  the  other,  in  which  the  right  whales  are  never  found. 

Hence  the  discovery  that  the  fish  called  the  right  whale  in  the  northern  hemisphere  is  not  the  fish 
which  goes  by  this  name  in  the  southern ;  that  the  right  whale  of  Behring's  Strait  and  the  whales  of 
Baffin's  Bay  are  probably  the  same  animals  ;  and  if  so,  the  conclusion  is  almost  inevitable  that  there  is  at 
times,  at  least,  an  open  water  communication  through  the  polar  regions  between  the  Atlantic  and  Pacific 
Oceans;  for  this  animal,  not  being  able  to  endure  the  warm  waters  of  the  equator,  could  not  pass  from  one 
ocean  to  the  other  unless  by  way  of  the  arctic  regions. 

The  investigations  connected  with  these  animals  have  also  assisted  to  point  out  the  great  currents  of 
warm  water  which  keep  up  the  ocean  circulation  of  the  Pacific — it  might  be  said,  of  the  globe ;  for,  as  we 
study  their  habits,  these  dumb  creatures  teach  us  by  their  instincts  that  there  are  continuous  currents  in 
the  sea,  between  places  the  most  remote. 

After  Lieutenant  Herndon  was  called  away,  the  investigations  for  these  Charts  were  continued  by 
Lieutenant  Leigh,  for  a  short  time.  His  duties  were  soon  changed,  and  I  remained  without  force  to 
resume  the  work,  till  late  in  1850,  when  Lieutenant  Fleming  reported  for  duty.  He  was  set  to  work  on 
the  Whale  Charts,  but  before  he  had  made  any  progress  with  them  worth  the  name,  he  was  detached,  and 
ordered  on  other  duty.     Passed  Midshipman  Jackson  then  took  them  in  hand  and  completed  them. 

They  show  in  what  part  of  the  ocean  the  whales  "  use"  in  each  month,  and  the  knowledge  cannot  fail 
to  prove  of  great  importance  to  the  whaling  interests  of  the  country — an  interest  which  keeps  in  continual 
occupation  a  fleet  of  600  sail,  manned  by  15,000  American  seamen — and  which  fishes  up  annually  from 
the  depths  of  the  ocean,  property,  the  real  value  of  which  far  exceeds  that  of  the  gold  mines  of  California. 

It  is  the  custom  among  whalers  to  have  their  harpoons  marked  with  date  and  the  name  of  the  ship ; 
and  Dr.  Scoresby,  in  his  work  on  Arctic  voyages,  mentions  several  instances  of  whales  that  have  been 
taken  near  the  Behring's  Strait  side  with  harpoons  in  them  bearing  the  stamp  of  ships  that  were  known  to 
cruise  on  the  Baffin's  Bay  side  of  the  American  continent;  and  as,  in  one  or  two  instances,  a  very  short 
time  had  elapsed  between  the  date  of  capture  in  the  Pacific  and  the  date  when  the  fish  must  have  beeu 
struck  on  the  Atlantic  side,  it  was  argued,  therefore,  that  there  was  a  northwest  passage  by  which  the 
whales  passed  from  one  side  to  the  other,  since  the  stricken  animal  could  not  have  had  the  harpoon  in  him 
long  enough  to  admit  of  a  passage  around  either  Cape  Horn  or  the  Cape  of  Good  Hope. 

The  whale-fishing  is,  among  the  industrial  pursuits  of  the  sea,  one  of  no  little  importance;  and  when 
the  system  of  investigation  out  of  which  the  Wind  and  Current  Charts  have  grown,  was  commenced,  the 
haunts  of  this  animal  did  not  escape  attention  or  examination.  The  log-books  of  whalers  were  collected  in 
great  numbers,  and  patiently  examined,  co-ordinated,  and  discussed,  in  order  to  find  out  what  parts  of  the 
ocean  are  frequented  by  this  kind  of  whale,  what  parts  by  that,  and  what  parts  by  neither.  (See 
Plate  XIX.) 


254  THE  WIND  AND  CUKKENT  CHAKTS. 

Log-books  containing  the  records  by  different  ships  for  hundreds  of  thousands  of  days  were  examined, 
and  the  observations  in  them  co-ordinated  for  this  Chart.  And  this  investigation,  as  Plate  XIX.  shows,  led 
to  the  discovery  that  the  tropical  regions  of  the  ocean  are  to  the  right  whale  as  a  sea  of  fire,  through  which 
he  cannot  pass,  and  into  which  he  never  enters.  The  fact  was  also  brought  out  that  the  same  kind  of 
whale  that  is  found  oif  the  shores  of  Greenland,  in  Baffin's  Bay,  &c.,  is  found  also  in  the  North  Pacific,  and 
about  Behring's  Strait,  and  that  the  right  whale  of  the  northern  hemisphere  is  a  different  animal  from  that 
of  the  southern. 

Thus  the  fact  was  established  that  the  .harpooned  whales  did  not  pass  around  Cape  Horn  or  the  Cape 
of  Good  Hope,  for  they  were  of  the  class  that  could  not  cross  the  equator.  In  this  way  we  were  furnished 
with  circumstantial  evidence  affording  the  most  irrefragable  proof  that  there  is,  at  times  at  least,  open 
water  communication  through  the  Arctic  Sea  from  one  side  of  the  continent  to  the  other,  for  it  is  known 
that  the  whales  cannot  travel  under  the  ice  for  such  a  great  distance  as  is  that  from  one  side  of  this 
continent  to  the  other. 

But  this  did  not  prove  the  existence  of  an  open  sea  there ;  it  only  established  the  existence — the 
occasional  existence,  if  you  please — of  a  channel  through  which  whales  had  passed.  Therefore,  we  felt 
bound  to  introduce  other  evidence  before  we  could  expect  the  reader  to  admit  our  proof,  and  to  believe 
with  us  in  the  existence  of  an  open  sea  in  the  Arctic  Ocean. 

There  is  an  under  current  setting  from  the  Atlantic  through  Davis's  Strait  into  the  Arctic  Ocean,  and 
there  is  a  surface  current  setting  out.  Observations  have  pointed  out  the  existence  of  this  under  current 
there,  for  navigators  tell  of  immense  icebergs  which  they  have  seen  drifting  rapidly  to  the  north,  and 
against  a  strong  surface  current.  These  icebergs  were  high  above  the  water,  and  their  depth  below  was 
seven  times  greater  than  their  height  above.     No  doubt  they  were  drifted  by  a  powerful  under  current. 

Now,  this  under  current  comes  from  the  south,  where  it  is  warm,  and  the  temperature  of  its  waters  is 
perhaps  not  below  32° ;  at  any  rate,  they  are  comparatively  warm.  There  must  be  a  place  somewhere  in 
the  Arctic  seas  where  this  under  current  ceases  to  flow  north,  and  begins  to  flow  south  as  a  surface  current; 
for  the  surface  current,  though  its  waters  are  mixed  with  the  fresh  waters  of  the  rivers  and  of  precipitation 
in  the  polar  basin,  nevertheless  bears  out  vast  quantities  of  salt,  which  is  furnished  neither  by  the  rivers 
nor  the  rains. 

These  salts  are  supplied  by  the  under  current;  for  as  much  salt  as  one  current  brings  in,  other 
currents  (§  113)  must  take  out,  else  the  polar  basin  would  become  a  basin  of  salt;  and  where  the  under 
current  transfers  its  waters  to  the  surface,  there  is,  it  is  supposed,  a  basin  in  which  the  waters,  as  they  rise 
to  the  surface,  are  at  30°,  or  whatever  be  the  temperature  of  the  under  current,  which  we  know  must  be 
above  the  freezing  point,  for  the  current  is  of  water  in  a  fluid,  not  in  a  solid  state. 

An  arrangement  in  nature,  by  which  a  basin  of  considerable  area  in  the  Frozen  Ocean  could  be 
supplied  by  water  coming  in  at  the  bottom  and  rising  up  at  the  top,  with  a  temperature  not  below  30°,  or 
even  28° — the  freezing  point  of  sea  water — would  go  far  to  mitigate  the  climate  in  the  regions  round 
about. 


THE  WHALE   CHARTS.  255 

And  that  there  is  a  warmer  climate  somewhere  in  that  inhospitable  sea,  the  observations  of  many  of 
the  explorers,  who  have  visited  it,  indicate.  Its  existence  may  be  inferred  also  from  the  well-known  fact 
that  the  birds  and  animals  are  found  at  certain  seasons  migrating  to  the  north,  evidently  in  search  of 
milder  climates.  The  instincts  of  these  dumb  creatures  are  unerring,  and  we  can  imagine  no  mitigation  of 
the  climate  in  that  direction,  unless  it  arise  from  the  proximity  or  the  presence  there  of  a  large  body  of 
open  water.  It  is  another  furnace  (§  147)  in  the  beautiful  economy  of  Nature  for  tempering  climates 
there. 

Eelying  upon  a  process  of  reasoning  like  this,  and  the  deductions  flowing  therefrom.  Lieutenant  De 
Haven,  when  he  went  in  command  of  the  American  expedition  in  search  of  Sir  John  Franklin  and  his 
companions,  was  told,  in  his  letter  of  instructions,  to  look,  when  he  should  get  well  up  into  "Wellington 
Channel,  for  an  open  sea  to  the  northward  and  westward.  He  looked  and  saw  in  that  direction  a  "  water 
sky."     Captain  Penny  afterwards  went  there,  found  open  water,  and  sailed  upon  it. 

The  open  sea  in  the  Arctic  Ocean  is  probably  not  always  in  the  same  place,  as  the  Gulf  Stream  (§  152) 
is  not  always  in  one  place.  It  probably  is  always  where  the  waters  of  the  under  current  are  brought  to 
the  surface ;  and  this,  we  may  imagine,  woifld  depend  upon  the  freedcJm  of  ingress  for  the  under  current. 
Its  course  may,  perhaps,  be  modified  more  or  less  by  the  ice  on  the  surfaces ;  by  changes,  from  whatever 
cause,  in  the  course  or  velocity  of  the  surface  current,  for  obviously  thf -under  current  could  not  bring 
more  water  into  the  Frozen  Ocean  than  the  surface  current  would  carry  out  again,  either  as  ice  or  water. 

Every  winter,  an  example  of  how  very  close  warm  water  in  the  sea  and  aVefy  severe  climate  on  the 
land  or  the  ice  may  be  to  each  other,  is  afforded  to  us  in  the  case  of  the  Gulf  Stream,  and  the  Labrador- 
like climate  of  New  England,  Nova  Scotia,^  and  Newfoundland.  In  these  countries,  in  winter,  the 
thermometer  frequently  sinks  far  below  zero,  notwithstanding  that  the  tepid  waters  of  the  Guli"  Stream 
may  be  found,  with  their  summer  temperature,  within  one  good  day's  sail  of  these  very,  very  cold  places. 

At  the  moment  of  reading  proof,  I  receive  a  copy  of  the  New  Bedford  Whalemen's  List,  containing 
an  account  of  Dr.  Petermann's  paper,  "read  some  time  since"  before  the  Eoyal  Geographical  Society,  going 
to  show  that  the  whale  fishery  may  be  conducted  with  advantage  in  the  Spitzbergen  Sea.  My  attention 
has  been  attracted  to  the  subject  for  some  time ;  and  last  fall  a  gentleman  known  as  the  most  enterprising 
of  American  whalemen,  made  me  a  visit  for  the  purpose  of  consulting  upon  that  subject.  There  seems  to 
be  no  reason  why  whales  should  not  be  as  abundant  in  the  Arctic  Sea,  north  of  Europe,  as  they  are  in  the 
Arctic  Sea  north  of  Asia  and  America.  Physically,  my  researches  have  pointed  out  but  one  condition  in 
the  Arctic  Sea,  north  of  Europe,  differing  from  the  conditions  in  the  other  parts  of  the  Arctic  basin.  I 
mean  conditions  which  affect  the  whales ;  and  that  is,  the  Arctic  Sea  north  of  Europe  is  fed  directly  by  the 
Gulf  Stream;  and  these  waters,  therefore,  may  not  be  as  favorable  to  the  well-being  of  the  whales,  or  to 
the  production  of  their  food,  as  waters  are  that  have  been  a  longer  time  in  the  polar  basin.  I  mention 
this  as  a  possible  difierence,  because  it  is  the  only  perceptible  difference,  and  notwithstanding  that  whales 
have  been  found  in  those  seas,  which  indicates  that  there  is  no  real  difference  so  far  as  the  whales  are  con- 


256  THE  WIND  AND  CURRENT  CHARTS. 

cerned.    Nevertheless,  the  whales  that  have  been  found  there  may  have  been  found  in  waters  that  were 
running  out  as  an  eddy  to  the  Gulf  Stream. 

I  have  the  abstract  log  of  the  brig  Cyclops  (R.  Calhoun)  from  Boston  to  Archangel  and  back,  in  the 
summer  of  1849.  That  vessel  was  in  the  waters  of  the  Gulf  Stream  ail  the  way,  except  for  two  days  while 
passing  the  Grand  Banks;  and  on  the  Grand  Banks  she  found  the  water  from  twelve  to  fifteen  degrees 
colder  than  she  did  beyond  Cape  North,  on  the  polar  side  of  the  71°  of  north  latitude.  But  I  see  no  rea- 
son for  the  conclusion  that  Gulf  Stream  water  is  not  as  congenial  to  the  right  whale  as  any  other  water, 
when  reduced  to  a  temperature  that  affords  -the  climate  in  which  that  fish  most  delights ;  and  being  favor- 
ably impressed  with  the  probability  of  finding  in  those  regions  a  valuable  whaling  ground,  I  said  all  that 
it  was  proper  to  say  to  encourage  this  adventurous  seaman  in  his  bold  enterprise.  The  regions  round 
about  Nova  Zembla  were  thought  to  be  most  inviting.  He  left  me  determined  to  make  the  attempt  in  the 
fishing  season  of  1855,  and  I  doubt  not  that  by  the  time  these  pages  reach  the  public  eye,  he  will  be  on 
the  ground  with  his  vessel,  busily  engaged  in  "  cutting  in  and  trying  out." 

Plate  IX.  exhibits  an  extract  from  the  Whale  Chart. 

The  object  of  these  Charts  is  to  show  where  the  whalemen  have  hunted,  and  where  they  have  found 
their  game ;  consequently,  this  Chart  enables  us  to  designate  those  parts  of  the  ocean  where  the  whales 
"  use,"  and  those  parts  where  they  never  go — and  to  tell  where  in  each  month  this  animal  is  most  likely  to 
be  found. 

The  three  horizontal  lines,  Plate  IX.,  marked  D.  E.  S.,  in  the  middle  column,  repeated  from  parallel 
to  parallel,  stand:  D.  for  days,  R.  and  S.  for  the  number  of  days,  each,  on  which  whales,  right  or  sperm, 
have  been  seen.  The  days  of  search  are  expressed  in  figures;  the  days  on  which  whales  are  seen  are 
expressed  by  the  system  of  "fives  and  tallies,"  as  already  explained  with  regard  to  the  winds. 

It  will  be  observed  that,  from  60°  north  to  60°  south,  between  the  meridians  of  125°  and  130°  W., 
right  whales,  except  in  one  instance,  have  never  been  reported  by  any  of  the  vessels  whose  logs  have  been 
examined.  That  sperm  whales,  except  a  straggler  or  two,  have  never  been  seen  between  these  meridians, 
and  below  5°  S.;  between  which  parallel  and  the  equator  they  are  most  abundant.  That  they  are  seen 
between  35°  and  50°  N.;  between  the  equator  and  10°  N. ;  but  not  between  10°  and  35°  N. ;  and  the 
inference  is  drawn,  from  the  fact  of  their  appearing  so  frequently  between  the  parallels  of  35°  and  50°  N., 
that  warm  water  is  found  there. 

The  investigations  for  this  Chart  are  so  conducted  as  to  show  the  years  in  which  the  whales  have 
been  searched  for  and  seen  in  the  various  districts  of  the  ocean.  These  results  are  the  embodied 
experience  of  several  hundred  whaleman  as  to  the  best  fishing-grounds. 

Besides  the  practical  advantages  which  it  is  conjectured  will  inure  to  the  whaling  interest  from  these 
investigations,  much  information  of  a  highly  interesting  character  will  probably  be  elicited  by  them  for 
the  naturalist  and  the  geologist. 

Scenes  and  information,  how  interesting  soever  to  the  world  at  large  they  may  be,  yet,  by  often 
recurring,  lose  their  novelty  to  classes;  they  become  familiar,  cease  to  strike,  and  are  at  best  apt  to  be 


I  LETTERS   FROM   WHALEMEN.  25?: 

thought  not  worth  speaking  or  writing  about.  This  is  particularly  the  case  with  regard  to  the  whalemen 
and  their  calling. 
With  the  view  of  reminding  them  how  little  is  known  by  the  world  generally,  with  regard  to  the 
habits  of  the  whale,  it  may  be  remarked  that  the  information  conveyed  in  the  communications  fi'om  them, 
which  are  now  published,  and  which  information  has  been  obtained  from  them  by  accident  or  chance,  as  it 
were,  will  be  read  with  much  interest  by  men  of  science. 

The  gentlemen  who  were  kind  enough  to  furnish  this  information,  had,  I  am  sure,  no  idea  of  its 
publication ;  but  I  hope  they  will  excuse  the  liberty  for  the  sake  of  the  motive. 

These  papers  will,  it  is  hoped,  be  the  means  of  calling  forth  much  additional  information  of  a  kindred 
nature. 


LETTERS  FROM  WHALEMEN". 
(hpt.  Daniel  McKemie  to  Lieut.  Maury — dated,  New  Bedford,  June  8,  1849. 

Herewith  I  forward  some  additional  knowledge  of  sperm  ichales;  their  history,  hahils,  food,  age,  &c.; 
also  the  laws  that  govern  their  migratory  movements,  with  such  other  thoughts  as  may  occur  to  memory 
as  I  write. 

The  sperm  whale,  though  found  in  every  sea  and  clime,  yet  its  great  nursery  is  in  the  great  Pacific ; 
its  haunts  are  found  there  from  coast  to  coast ;  its  limits  that  of  the  ocean  itself.  The  males  are  more 
frequently  found  in  high  latitudes,  the  other  sex  in  milder  climates;  a  tropical  region  seems  to  suit  them 
best ;  they  seek  bays  in  islands  and  coral  beds  and  reefs  in  vast  shoals  to  bring  forth  their  young.  The 
period  of  gestation  I  do  not  know.  Perhaps  no  animal  found  in  the  sea  is  more  timid  and  easier 
frightened ;  they  always  group  by  themselves,  and  seem  to  shun  the  society  of  other  tribes  of  the  ocean. 

Their  powers  of  vision  are  exceedingly  limited;  they  cannot  see  directly  ahead  of  them;  hence  they 
often,  when  alarmed,  run  foul  of  each  other  and  foul  of  other  objects.  I  have  seen  them  run  against  a 
whaleboat,  and  the  concussion  so  alarmed  them  as  to  create  the  most  convulsive  frenzy ;  and  I  think  they 
are  as  unconscious  of  the  approach  of  the  harpooner  from  that  direction  as  when  he  follows  after  them. 
Their  exquisite  sense  of  hearing,  however,  is  most  extraordinary;  not  unfrequently  in  large  shoals 
covering  miles  of  space,  the  instant  one  is  attacked,  the  whole  shoal,  for  miles  around,  spring,  shoot  out 
their  heads  above  water,  and  listen  for  a  moment,  and  if  the  attack  is  made  on  a  female  (or  cow),  they  will 
all  rush  with  great  speed  to  their  wounded  companion,  as  if  to  extend  their  sympathy,  if  nothing  more, 
unconscious  of  their  own  danger.  The  bold  whaler  avails  himself  of  their  approach,  lays  off  a  short 
distance  from  his  bleeding  victim,  and  takes  them  as  they  come ;  and  if  he  is  clever  at  the  deadly  game,  he 
will  mortally  wound  several,  ere  they  discover  the  tragic  act  he  is  playing ;  but  if  the  first  one  attacked 
happens  to  be  a  male,  nine  times  in  ten  the  shoal  will  run  off  with  such  rapidity  as  soon  to  be  out  of  sight. 
The  cows  are  found  in  shoals  from  twenty-five  to  a  hundred  in  number,  not  only  at  their  usual  haunts 
while  feeding,  but  also  in  their  migratory  movements  in  search  of  food,  accompanied  generally  by  one 


I. 


258  THE  WIND  AXD  CUKKENT  CHAKT3. 

large  bull,  who  seems  to  reign  over  all  as  kiug,  whose  head  is  always  found  covered  with  scars  and 
wounds,  the  result,  as  we  always  thought,  of  battles  fought  with  other  bulls  in  defending  his  gallantry  for 
the  other  sex.  The  principal  article  of  food  (and,  indeed,  the  only  one,  as  far  as  I  know)  is  squid ;  the 
smaller  kind  they  cat  is  found  near  the  surface,  and  is  from  two  to  three  feet  in  length ;  the  larger  kind, 
which  probably  have  their  haunts  deep  in  the  sea,  must  be  of  immense  size — the  flesh  soft  and  of 
gelatinous  substance.  I  have  seen  very  large  junks  floating  on  the  surface  entirely  shapeless.  The  cows 
on  an  average  will  yield  fifteen  barrels  of  oil ;  the  males  (or  bulls,  as  whalers  call  them)  are  much  larger, 
will  yield  from  fifty  to  one  hundred  barrels  of  oil.  At  this  stage,  he  is  a  noble  animal,  moving  through 
the  water  so  graceful  and  with  such  majesty,  and  with  such  astounding  velocity ;  and  that,  too,  without 
apparent  muscular  action,  is  sublime ;  and  when  attacked,  such  perfect  command  over  his  locomotion  as  to 
entirely  change  his  position  as  quick  as  thought.  I  have  seen  them  lay  motionless  fifty  feet  off,  and  in  an 
instant  swing  their  huge  flukes  under  us,  and  at  one  blow  send  the  boats  in  splinters,  men  and  all,  ten  feet 
in  the  air. 

Large  whales  are  seldom  seen  in  groups ;  frequently,  four  or  five  are  found  within  as  many  miles  of 
each  other,  but  more  frequently  alone.  In  their  several  stages  of  growth,  the  males  will  be  found  in  shoals 
all  very  nearly  of  a  size ;  some  shoals  will  yield  20,  some  30,  some  40,  and  sometimes  50  barrels,  each 
whale.  The  males,  when  very  young,  frequently  accompany  the  other  sex,  as  boys  and  girls  go  to  school 
together,  and  as  they  approach  a  more  mature  stage,  they  separate. 

I  have  never  been  able  to  approach  any  satisfactory  result  in  relation  to  the  time  a  sperm  whale 
lives ;  the  general  opinion  is  that  they  live  forty  or  fifty  years.  I  once  extracted  the  barbed  end  or  head 
of  a  harpoon  from  the  back  of  a  large  whale,  inclosed  nicely  in  the  oily  blubber,  and  the  wound  entirely 
healed  where  it  had  been  lodged  fourteen  years.  This  was  satisfactorily  proved  after  we  got  home,  by  the 
initials  of  the  blacksmith  who  made  it,  on  one  side,  and  the  initials  of  the  captain  on  the  other.  I 
remember  the  whale  yielded  about  fifty  barrels  of  oil ;  there  was  nothing  in  the  appearance  of  the  whale 
indicating  old  age.  I  have  often  noticed  their  teeth  rotten  and  decayed  down  to  the  jaw,  and  others  worn 
down  level  with  the  gum  by  mastication,  and  covered  with  wrinkles  and  furrows,  having  a  way-worn 
appearance,  evident  marks  of  slow  but  progressive  deterioration. 

The  ship  Balena,  of  this  port,  Capt.  E.  Gardner,  while  at  anchor  at  Karakakua  Bay,  in  Owyhee,  took 
a  large  sperm  whale  off  the  bay,  that  yielded  them  one  hundred  and  two  barrels  of  oil,  whose  teeth  were 
worn  down  level  with  the  gum,  evidently  by  masticating  his  soft  food.  This  noble  animal  had  no  other 
appearances  of  extreme  age,  but  seemed  to  have  enjoyed  full  vigor  of  health  and  life ;  who,  then,  can  tell 
the  length  of  life  they  reach,  ere  it  terminates  by  the  ordinary  process  of  nature !  May  it  not  as  probably 
reach  a  hundred  years,  as  close  at  forty? 

I  have  said  that  the  cows  seek  bays  and  still  water  to  bring  forth  their  young ;  they  never  visit  shal- 
low water ;  they  go  to  such  bays  only  where  the  water  is  blue  and  deep,  and  under  the  lee  of  islands  and 
reefs— the  bays  at  the  great  island  of  Albemarle,  of  the  Galapagos  group,  is  often  visited  by  large  shoals 
of  cows  for  that  purpose — the  water  in  those  bays  is  of  great  depth,  and  as  blue  as  the  Gulf  Stream. 


LKn'ERS    FKOM   WHALEMEN,  268 

I  have  said  that  squid  is  the  only  article  of  their  food.  I  am  aware  that  others  think  differently;  that 
they  do  eat  other  fish.  I  can  only  judge  from  what  I  have  seen.  After  a  sperm  whale  is  mortally 
•wounded,  and  is  in  his  last  struggle,  he  not  unfrequently  throws  up  the  contents  of  his  stomach  ;  which,  in 
the  hundreds  of  instances  I  have  seen,  I  have  never  discovered  anything  but  parts  of  squid.  In  cutting 
them  up,  also,  I  have  often  opened  the  stomach,  and  never  noticed  anything  but  squid  ;  hence,  I  infer  that 
squid  is  their  only  food. 

Their  great  object  of  migrating  from  place  to  place  is  no  doubt  in  search  of  food  ;  they  are  often  seen 
in  large  bodies,  moving  quickly,  all  in  one  direction  ;  by  getting  their  course  as  they  pass,  and  following 
on  after  them,  in  a  few  days,  again  meet  them  brought  to,  feeding,  and  laying  quite  still,  and  headed  in 
different  directions.  In  this  case,  the  whaler  often  succeeds  in  getting  a  large  share  of  oil  before  they  are 
so  harassed  and  cut  up  as  to  compel  them  to  abandon  the  ground. 

I  have  often  thought  that  currents  had  much  to  do  with  the  movements  of  sperm  whales ;  and  as  they 
are  most  always  found  heading  it  where  it  is  strong,  I  have  thought  it  was  to  meet  the  bait  brought  down 
with  the  current,  particularly  near  the  equator  in  the  Pacific,  where  a  current  is  always  found  setting  to 
the  westward,  which  grows  stronger  as  you  proceed  westward,  and  the  whales  generally  found  stemming  it 
headed  to  the  eastward. 

I  have  spoken  of  the  timidity  of  sperm  whales.  I  have  known,  near  the  land,  where  sperm  whales 
■were  lying  entirely  still,  a  seal  to  spring  in  among  them,  and  start  them  to  running  with  great  violence. 
I  have  also  known  them  started  and  set  running  by  the  approach  of  porpoises. 

It  is  remarked  by  many  experienced  sperm  whalers — though  I  never  noticed  it  very  particularly 
myself,  except  in  large  whales — that,  after  rising  to  the  surface  from  their  deep  submarine  explorations, 
they  would  breathe  or  spout  as  many  times  as  they  will  yield  barrels  of  oil.  How  this  rule  works  with 
small  whales,  I  never  noticed;  but  I  do  know  that  those  we  rank  as  large  whales,  yield  from  fifty  to  one 
hundred  barrels — do,  when  undisturbed,  spout  from  fifty  to  one  hundred  times ;  as  a  general  rule  they 
spout  from  sixty  to  seventy  times,  and  yield,  when  taken,  from  sixty  to  seventy  barrels  of  oil. 

Large  sperm  whales  remain  submerged  in  search  of  food,  from  an  hour  to  an  hour  and  a  half,  which  I 
presume  is  as  long  as  they  can  hold  their  breath,  for  when  they  rise  (unless  disturbed  or  making  a  passage) 
they  lay  quite  still,  as  if  breathing  was  the  ostensible  object. 

That  sperm  whales  do  perambulate  the  whole  ocean,  I  have  no  doubt.  Instances  are  known  of  their 
being  harpooned  on  the  Japan  coast,  and,  disengaging  themselves  from  the  boat,  have  afterwards  been 
taken  on  the  coast  of  Chili;  this  was  known  by  the  ship's  mark  on  the  harpoon.  One  instance  is  known 
where  a  sperm  whale  was  thus  struck  on  the  coast  of  Peru,  and  subsequently  taken  off  the  coast  of  the 
United  States. 

I  have  often  met  sperm  whales  off  the  Cape  of  Good  Hope,  and  off  Cape  Horn,  making  their  passage 
from  sea  to  sea. 

I  notice  our  ships  have  discovered  a  new  region,  new  haunts  for  right  whales.  They  enter  the  Yellow 
Sea  early  in  the  season  ;  and  as  it  advances,  they  proceed  north,  through  the  Straits  of  Corea  into  the  Sea 


260  THE  WIND  AND  CURRENT  CHARTS. 

of  Japan  ;  thence  nortK  up  tlie  Gulf  of  Tartary  ;  thence  through  the  Perouse  Strait  into  the  Sea  of 
Seghalien ;  thence  up  the  Ochotsk,  following  the  whales  as  they  proceed  north. 

Others  have  passed  up  the  Sea  of  Behring  or  Kamtschatka,  north  through  Behring's  Straits  into  the 
Arctic  Sea,  where  whales  are  found  large  and  plenty ;  sea  smooth,  and  weather  in  the  summer  months 
(from  the  extreme  length  of  the  day)  favorable  for  whaling.  Several  ships  have  been  whaling  successfully 
in  those  parts.  The  polar  whale  (as  it  is  called)  yields  very  rich  oil,  and  the  bone  is  larger  and  longer 
than  that  of  the  northwest  coast,  and  fetches  a  better  price  in  the  market. 

A  free  communication  by  our  whalers  through  those  remote  seas,  will  develop  the  phenomenon  of 
winds  and  currents  there ;  they  will  also,  in  cruising  for  whales,  discover  the  hidden  dangers  (if  any),  and 
thus  contribute  to  assist  the  hydrographer  in  preparing  charts  to  guide  future  navigators. 

Herewith  I  forward  you  a  history  of  the  sperm  whale,  by  Capt.  F.  Post,  of  this  city ;  also  the  history 
of  Nantucket,  the  once  great  whaling  nucleus  of  the  world,  from  which  you  can  find  many  useful  statistics 
of  early  whaling. 

History  nf  the  Spermaceti  Whale,  hy  Captain  Francis  Post. 

It  is  a  matter  of  much  surprise,  that,  while  the  whale  has  been  so  long  and  so  extensively  an  object 
of  commercial  pursuit,  so  little  should  be  generally  known  of  the  animal. 

There  is,  perhaps,  scarcely  a  being  in  the  animal  world,  at  least  not  one  whose  existence  has  been  so 
long  known,  the  habits,  structure,  and  qualities  of  which  are  less  known  to  the  naturalist  than  are  those 
of  the  whale.  It  is  a  very  prevalent  opinion  that  whales  spout  water.  Morse,  in  his  American  Geography, 
tells  us  that  whales  spout  water  to  a  great  height,  and  we  find  many  writers  have  been  led  into  the  same 
error ;  but  it  is  well  known  among  whalers  that  whales  never  spout  water,  and  that  their  spouts,  which  are 
simply  dense  respirations,  emitted  with  some  force  from  their  large  nostril,  never  ascend  above  twelve  feet 
high ;   and  when  the  whale  is  unmolested,  seldom  to  that  height,  or  to  one-half  of  it. 

The  spermaceti  whale  has  but  one  spiralle  through  which  it  respires ;  this  is  on  the  left  side  of  the 
upper  part  of  the  head,  and  within  a  few  inches  of  its  end  ;  it  is  about  fifteen  inches  long  when  closed ;  and, 
when  extended,  from  five  to  six  wide.  The  spout  shoots  obliquely  forward  and  upward,  expanding  when 
it  rises  like  a  whiff  of  tobacco  smoke,  which  it  much  resembles  in  form;  it  is  visible  but  for  a  moment;  is 
near  the  same  density  as  fog,  and,  when  blown  in  the  face,  the- same  degree  of  dampness  is  felt  from  it. 
When  the  air  is  clear  and  cool,  and  a  moderate  breeze  is  blowing,  so  that  the  sea  is  not  much  ruffled,  the 
spout  of  a  large  whale  may  be  seen  from  a  ship's  masthead  the  distance  of  nine  miles — the  white  spout 
forming  a  fine  contrast  with  the  blue  field  above  which  it  rises,  and  appears  at  intervals  of  almost  as  much 
exactness  as  can  be  measured  by  a  first-rate  chronometer.  "When  whales  spring  out  of  the  sea,  the  spray 
produced  by  their  fall  is  so  great  as  to  be  seen  15  miles — in  one  of  these  playful  gambols  they  are 
frequently  first  discovered. 

The  males  of  this  species  are  out  of  all  proportion  the  largest,  and  they  are  generally  found  alone;  it 
is  then  quite  astonishing  to  see  with  what  exactness  they  pursue  their  course.    Not  .unfrequently  they  aro 


LETTERS  FROM  WHALEMEX.  261 

pursued  by  a  ship  the  space  of  a  whole  day  together  without  altering  their  course  a  single  point  of  the 
compass.  What  can  enable  these  inhabitants  of  the  deep  to  thus  pursue  an  undeviating  course  for  a  day, 
and  most  likely  for  as  long  a  period  as  they  choose? 

So  far  as  our  knowledge  extends,  tbe  inequalities  of  the  earth's  surface  beneath  the  sea  are  similar  to 
those  above  ;  and  the  conjecture,  therefore,  is  a  reasonable  one,  which  supposes  that  the  utmost  cavities  of 
the  sea,  do  not  exceed  the  loftiest  heights  above  it.  May  not  then  these  occupants  of  the  watery  world, 
like  those  of  earth  and  air,  be  guided  on  their  way  by  visible  objects?  For  without  such  guidance,  no 
animal,  man  not  excepted,  can  long  pursue  an  unvarying  course.  Instinct  may  urge  the  animal  when  to 
move,  but  something  discernible  must  aid  its  way  through  the  deep  with  such  precision.  Nor  is  it  at  all 
unreasonable  to  suppose  that,  by  a  wise  provision  of  nature,  their  organs  of  vision  are  as  well  adapted  for 
the  watery  element,  as  ours  are  for  the  aerial  one. 

The  large  whales  generally  spout  from  fifty  to  sixty  times  when  at  the  surface,  and  the  spouts  appear 
at  intervals  of  about  fifteen  seconds,  though  when  the  whale  first  appears  they  are  rather  more  hurried 
than  afterwards;  this  occupies  nearly  a  quarter  of  an  hour,  after  which  they  go  down,  and  stop  beneath  the 
sea  an  hour,  or  an  hour  and  a  half,  but  never  exceed  this  before  they  return  to  the  surface  again  for  the 
purpose  of  respiration.  Thus,  between  one-fourth  and  one-fifth  of  their  time  is  occupied  in  sustaining 
vitality,  by  breathing  atmospheric  air.  The  periods  of  time  passing  while  the  whale  is  in  the  depths  below 
are  often  nicely  measured.  In  one  instance  the  writer  was  in  pursuit  of  a  whale  which  was  going  quite 
fast  nearly  a  day,  and  all  this  time  he  never  stopped  beneath  the  surface  more  than  fifty-two  minutes,  nor 
less  than  fifty;  he  spouted  no  more  than  48  times  at  a  rising,  nor  less  than  46.  His  other  movements  were 
equally  uniform. 

It  is  observed  that  whales  suspend  their  breath  longer  in  some  seas  than  in  others,  probably  because 
they  go  deeper  for  their  food.  Some  idea  may  be  given  of  the  depth  to  which  they  go,  by  stating  that 
when  harpooned  it  is  sometimes  necessary  to  connect  three  or  more  lines  together  to  prevent  them  from 
escaping.  Each  of  these  lines  is  commonly  225  fathoms  long,  so  that  if  a  whale  take  from  boats  four  of 
these  lines,  there  is  attached  to  it  a  continued  line  nearly  a  statute  mile.  It  would  not,  however,  go  the  whole 
depth ;  but,  unless  the  descent  was  perpendicular,  the  whale's  course  would  describe  a  sort  of  curve,  and 
from  the  great  length  of  line  out,  and  pressure  of  the  sea  on  it,  the  whale  would  continue  to  take  line  from 
the  boats  until  it  reached  the  surface,  or  nearly  so.  When  in  this  condition  the  whale  appears,  it  is  generally 
found  in  an  exhausted  state,  arising  principally,  it  may  be  supposed,  from  its  fright  and  struggles  to  get 
free,  though  some  conceive  it  to  be  produced  by  the  weight  of  the  vast  volume  of  water  that  must  have 
pressed  upon  it  while  in  the  sea  beneath.  But  this  latter  hypothesis  seems  rather  untenable;  for,  though 
the  pressure  may  be  great,  yet  if  small  fry  such  as  are  cauglit  from  an  hundred  fathoms  or  so,  can  bear  this 
pressure,  then  one  bulky  whale  is  not  likely  to  get  squeezed  beyond  endurance  in  the  deepest  cavern  of 
the  sea. 

Spermaceti  whales  are  rarely,  if  ever,  seen  on  soundings,  though  they  are  often  seen  and  taken  near 
land  ;  but  in  this  case  there  is  always  a  bold  shore  and  great  depth  of  sea. 


262  THE  WIND   AND   CUHRENT   CHARTS. 

It  is  difficult  to  assign  a  reason  why  these  whales  are  so  partial  to  a  deep  sea,  when  all  other  kinds 
frequent  shallow  bays  and  harbors.  Cuttle  or  squid,  supposed  to  be  the  only  food  which  sperm  whales 
ever  eat,  are  often  found  in  shoal  water;  there  is,  however,  a  species  of  this  fish,  the  exact  size  of  which  is 
not  known ;  but  it  is  presumed  to  be  large,  as  whales,  in  the  agony  of  death,  frequently  eject  from  their 
stomach  pieces  as  large  as  the  bulk  of  a  barrel,  and  these  in  large  quantities ;  so  that  the  assertion  of  the 
naturalists  that  the  whale,  though  the  largest  of  animals,  is  one  of  the  smallest  eaters,  is  untrue.  Large 
pieces  of  squid  are  often  seen  floating  on  the  sea,  which  whalers  consider  indicate  good  whale  ground. 

The  manner  in  which  they  take  their' food  is  rather  curious,  and  affords  a  singular  specimen  of  animal 
ingenuity.  While  the  whale  is  making  little  or  no  progress  through  the  sea,  its  capacious  mouth  is 
extended,  by  having  the  lower  jaw  dropped  down,  and  the  inside  being  white,  the  squid  darts  swiftly  in. 
Whales  are  often  seen  in  this  position,  and  it  is  known  that  squid  will  spring  at  white  and  shining  objects 
in  the  sea,  for  in  this  way  are  they  caught.  But  for  this  stratagem,  the  whale  might  seek  other  food  than 
the  squid ;  for  they  are  extremely  active,  and  if  pursued,  could,  by  frequent  evolutions,  easily  evade  the 
pursuit  of  a  whale. 

The  general  color  of  this  species  of  whale  is  a  dark-bluish  gray,  though  some  have  large  and  irregular 
formed  spots  of  white  on  them.  The  exterior  surface  of  the  animal  is  a  thin  tender  substance  of  a  glass- 
like slickness,  which  is  easily  broken,  and  forms  what  anatomists  might  call  the  cuticle  ;  beneath  this,  and 
upon  the  blubber,  is  a  short,  soft,  furry  substance,  that  covers  the  whole  whale.  The  blubber  is  of  various 
thicknesses  upon  different  parts  of  the  body,  and  may  average  about  9  inches,  though  this  depends  wholly 
on  the  size  of  the  whale.  Some  of  this  species  have  yielded  120  bbls.  of  oil,  and  as  this  comes  only  from 
the  head  and  blubber,  some  notion  may  be  formed  of  the  enormous  bulk  of  a  large  whale.  Such  a  mass 
of  animation  cannot  weigh  less  than  sixty  tons,  and  yet  this  animal,  by  all  odds  the  largest  that  now  exists, 
and  unquestionably  the  largest  that  ever  did  exist,  has,  by  a  love  of  the  marvellous,  been  greatly  magnified. 
When  we  are  told  that  whales  have  been  found  to  measure  160  feet  in  length,  we  cannot  say,  that 

"  Travellers  ne'er  did  lie." 

That  they  are,  or  ever  have  been  formed  of  such  prodigious  length,  is  wholly  improbable ;  that  sword-fish 
and  thrashers  attack  them,  is  equally  so.  But  lay  hyperbole  aside,  and  reduce  the  size  of  a  whale  to  flat 
reality,  and  it  is  then  certainly  a  monster  to  excite  our  wonder. 

The  following  are  the  dimensions  and  admeasurement  of  a  large  sperm  whale  that  yielded  95  bbls.  of 
oil;  and  it  may  be  asserted,  without  fear  of  contradiction,  that  the  description  of  one  which  makes  the 
dimensions  exceed  these  more  than  a  few  feet,  is  entitled  to  no  credence.  The  whole  length  of  the  whale, 
from  the  end  of  the  head  to  the  end  of  the  tail,  was  62  feet ;  circumference  at  the  largest  part  of  the  body, 
32  feet ;  head  20  feet  long,  under  jaw  16  feet  long,  and  contained  two  rows  of  teeth,  22  in  each  (the  upper 
jaw  has  seldom  any  teeth,  and  when  it  does  they  are  very  small).  The  tail  was  six  feet  long  and  16  broad. 
The  head  usually  yields  about  one-third  part  of  the  whole  quantity  of  oil  produced.  The  tail  of  the  whale, 
like  that  of  all  the  cetaceous  tribe,  is  horizontal  to  the  body;  and  when  wielded  as  it  is  by  a  great  number 


LETTEB3  FROM   WHALEMEN.  263 

• 

of  sinews,  some  of  which  are  as  large  as  a  man's  wrist,  forces  an  irresistible  blow,  to  which  a  cedar  whale- 
boat  forms  a  puny  shield.  The  tail  is  between  a  triangle  and  semilunar  form,  and  is  the  principal  organ 
for  impelling  the  whale  along.  The  two  pectoral  fins  serve  rather  to  guide  than  to  produce  its  motion. 
From  the  head  to  the  hump,  the  whale  approaches  to  a  circular  form ;  from  thence  the  body  terminates  in 
an  uneven  ridge  above  and  below,  and  diminishes  in  size  till,  at  the  junction  of  the  tail,  it  is  not  above  six 
feet  in  circumference ;  this  hinder  part  of  the  body  measuring  much  more  vertically  than  horizontally. 
The  hump  is  a  protuberance  on  the  whale's  back  about  two  feet  high,  and  when  the  whale  is  swimming 
along  the  surface,  this  is  seen  elevated  so  much  above  it.  The  whale  has  no  external  ears,  but  two  small 
apertures  for  admission  of  sound ;  the  eyes  have  movable  lids,  and  are  between  three  and  four  inches  in 
diameter. 

In  comparison  with  the  males,  the  females  are  diminutive,  a  full-grown  one  of  the  latter  not  exceeding 
in  bulk  one-fourth  of  that  of  the  former,  and  seldom  making  more  than  twenty  bbls.  of  oil,  often  much  less. 
They  are  found  in  herds  together  with  their  cubs,  varying  in  numbers  from  fifteen  or  twenty,  to  above  a 
hundred ;  among  them  are  some  scarcely  ten  feet  long.  The  writer  had  one  of  these  nursling  cubs  hoisted 
on  deck  whole,  which  measured  fourteen  feet  in  length,  and  yielded  no  more  than  twenty  gallons  of  oil. 
This  afforded  an  excellent  opportunity  of  examining  the  internal  structure  of  the  whale;  and  on  an 
occasion  like  this,  the  young  whaler  is  never  backward  in  doing  so ;  as,  by  observing  the  position  of  the 
seat  of  life,  he  is  enabled  afterward  to  point  his  lance  with  a  more  deadly  aim.  Though  it  be  somewhat, 
perilous,  an  encounter  with  one  of  these  immense  herds  is  a  whaler's  delight,  since  sometimes  no  less  than 
eight  or  ten  reward  the  adventurer's  exertions.  It  is  a  singular  fact  that,  when  one  of  these  whales  is 
harpooned,  though  the  herd,  or  shoal,  as  it  is  commonly  called,  be  separated  some  miles  apart,  it  is  instantly 
perceived  by  the  whole,  and  they  either  rush  with  great  velocity  towards  the  wounded  whale,  or  decamp 
and  leave  it  to  its  fate.  If  the  whales  surround  the  wounded  one,  they  of  each  boat  may  select  one  of  them 
for  themselves ;  and  when  they  are  killed,  to  prevent  their  being  lost  (for  as  they  are  near  the  specific 
gravity  of  the  sea,  but  a  small  portion  of  their  bodies  remain  above  it),  a  hole  is  cut  in  each  whale,  and  a 
pole  some  fifteen  feet  long,  with  a  small  flag  affixed  to  its  upper  end,  is  placed  vertically  therein.  This  done, 
the  boats  may  go  in  pursuit  of  more,  as  there  is  now  no  danger  of  their  being  lost,  and  they  may  be  taken 
alongside  the  ship  at  leisure.  But  it  often  happens,  when  a  whale  is  "  struck"  in  one  of  these  large  bands, 
that  the  others  all  seek  safety  in  flight,  and  then  the  whalers  must  content  themselves  with  slim  fares. 

Either  a  whale's  sense  of  hearing  must  be  singularly  acute,  or  else  its  vision  is  very  powerful  in  a  clear 
aqueous  medium,  for  by  one  of  these  senses  it  is  enabled  to  ascertain,  a  long  way  oif,  when  another  whale 
is  attacked.  Water,  it  is  said,  on  account  of  its  density,  has  the  quality  of  propagating  sound  farther  than 
the  rarity  of  the  air  will  admit  it ;  though  it  has  only  been  ascertained  that  sound  can  be  transmitted  far 
over  water,  not  through  it. 

When  unmolested,  the  velocity  of  whales  is  not  often  more  than  three  miles  per  hour,  though  Avhen 
alarmed  and  closely  pursued,  they  are  capable  of  swimming  at  the  rate  of  ten  miles  per  hour ;  but  they 


2C4  THE  .WIND  AND  CURRENT  CHARTS. 

never  go  long  at  this  pace  before  it  diminishes  to  four  or  five.  On  receiving  a  wound  in  the  vitals,  they 
spout  out  amazing  quantities  of  blood,  so  as  to  color  the  ocean  for  many  yards  around.  Instances  are 
common,  notwithstanding  their  mighty  strength  and  size,  of  whales  expiring  in  a  momeat  after  receiving 
their  death  wound.  Sometimes,  in  apparent  fright,  they  use  every  effort  to  escape  from  their  merciless 
assailants,  and  not  unfrequently,  in  plunging  into  the  depths  of  the  sea  and  drawing  all  the  lines  from  the 
boats,  succeed  in  doing  so. 

When  a  whale  is  taking  line  from  a  boat,  the  utmost  care  is  taken  that  it  runs  clear,  as,  should  it 
become  entangled  and  not  instantly  cut,  the  boat,  and  all  it  contains,  would  at  once  be  drawn  beneath  the 
sea.  Many  fatal  accidents  have  occurred  to  whalers  from  being  themselves  entangled  in  the  line,  drawn 
from  the  boats,  and  seen  no  more.  In  order  for  the  whale  to  get  no  more  line  than  is  absolutely  necessary, 
a  strong  piece  of  wood,  called  a  loggerhead,  is  firmly  fixed  near  the  boat's  stern ;  round  this  a  turn  or  two  of 
the  line  is  taken,  and  it  flies  so  swiftly  round,  that  its  friction  would  set  the  loggerhead  on  fire,  if  water 
were  not  occasionally  thrown  on  the  line. 

Whales,  when  attacked,  are  generally  passive,  suffering  the  boat  to  approach,  and  the  harpoons  and 
lances  to  pierce  their  huge  bodies  without  making  a  show  of  resistance,  though  serious  accidents  often 
happen,  merely  from  the  spontaneous  movements  of  a  wounded  whale. 

Boats  in  this  way  are  often  so  badly  stoven  as  to  be  rendered  totally  useless,  and  are  abandoned  on  the 
sea.  But  they  are  not  all  thus  unresisting ;  occasionally,  a  large  warrior  whale  is  encountered,  which 
proves  himself  a  formidable  and  dangerous  antagonist;  that,  with  a  single  blow  of  his  ponderous  tail, 
severs  the  boat  from  which  he  is  assaulted  quite  into  halves,  often  to  the  destruction  of  part  of  its  crew. 
But  the  terrible  jaw  of  such  a  whale,  set  with  a  couple  of  score  of  large  pointed  teeth,  constitutes  his  chief 
arm  of  defence,  and  woe  to  the  thing  in  the  shape  of  a  man  or  a  boat  with  which  it  comes  in  contact. 

Naturalists,  in  their  closets,  often  make  ridiculous  mistakes  in  describing  animals  that  are  found  in 

regions  where  they  never  venture  themselves.    Thus  of  the and  whale.    " Both  want  teeth  for  chewing, 

and  are  obliged  to  live  on  insects."  Again:  "The  whale  pursues  no  other  animal;  leads  an  inoffensive  life- 
and  is  harmless  in  proportion  to  his  strength  to  do  mischief."     {Goldsmith's  Natural  History.) 

Sperm  whales  are  not  so  gentle ;  the  large  males  often  encounter  each  other  so  furiously  as  to  break 
off  many  of  their  teeth  when  the  jaws  come  in  contact ;  and  they  have  been  taken  with  their  jaws  broken. 
Instead  of  fleeing,  a  warrior  of  this  mettle  resolutely  maintains  his  ground,  and  even  in  turn  becomes  the 
assailant,  chewing  in  pieces  every  boat  that  approaches  him.  These  desperate  whales,  after  much  hard 
fighting  and  imminent  danger,  are  sometimes  conquered ;  but  so  obstinately  and  so  successfully  have  they 
been  known  to  defend  themselves,  that  instances  are  on  record,  where  all  the  boats  of  a  ship,  save  one,  to 
convey  the  drenched  crews  back,  have  been  chewed  into  atoms,  and  the  whales  themselves,  after  defying 
all  the  resources  of  art,  and  disdaining  to  flee,  have  been  left  in  full  possession  of  the  field  of  battle.  We 
have  heard  of  more  than  one  case,  where,  as  a  last  resort,  the  ship  herself  has  been  run  alongside  of  a  whale 
like  this,  and  while  passing  by,  lances  were  so  skilfully  thrown,  that  he  ultimately  died  of  his  wounds,  and 


LETTERS  FROM   WHALEMEN.  265 

became  at  last  a  prey  to  his  captors.  But  an  attack  in  this  way  is  certainly  hazardous,  as  all  will  agree 
who  remember  the  fate  of  the  whale-ship  Essex.* 

The  sperm  whale  is  remarkable  for  yielding  the  unctuous  substance,  whence  comes  its  name ;  and  it  is 
also  remarkable  for  producing  ambergris;  the  bowels  of  a  sperm  whale  forming  the  only  situation  where 
this  singular  fragrant  substance  is  generated.  Whether  its  existence  is  a  cause  of,  or  the  effect  of  disease, 
is  not  yet  known ;  it  rarely  occurs,  not  perhaps  in  one  whale  out  of  a  thousand. 

They  seem  to  be  more  migratory  in  their  habits  than  other  whales,  occurring  in  every  parallel  of 
latitude  between  the  two  polar  seas,  down  to  an  equatorial  one ;  though  generally  preferring  the  deep  blue 
sea  that  indicates  unfathomable  depths. 

As  they  are  thus  widely  scattered,  they  are  searched  for  in  almost  every  sea,  however  remote;  and  hence 
it  often  occurs,  in  voyages  of  three  or  four  years'  duration,  that  ships,  before  completing  their  cargoes,  entirely 
circumnavigate  the  globe.  They  are  occasionally  seen  in  the  Atlantic  and  Indian  Oceans ;  but  are  found 
in  greater  abundance  in  the  Pacific,  where  they  are  seen  at  times  in  favorite  spots,  scattered  over  the  whole 
extent  of  this  great  sea.  When,  half  a  century  ago,  our  ships  first  ventured  into  the  Pacific  in  quest  of  sperm 
whales,  the  coasts  of  Chili  and  Peru  abounded  in  them ;  and  our  hardy  pioneers  in  .this  daring  occupation, 
were  there  enabled  to  fill  their  ships,  without  the  necessity  of  penetrating  farther.  But  the  whaling  fleet 
increased  extensively;  the  persecuted  whales  were  in  a  measure  killed  and  driven  from  their  haunts ;  so  that 
later  voyagers,  to  insure  success,  have  been  compelled  to  push  their  adventures  into  still  further  and  com- 
paratively unknown  seas.  One'  unexplored  track  after  another  has  been  traversed,  until  it  may  now  be 
said  that,  from  Chili  to  New  Holland,  from  California  to  the  Japan  Isles  and  China  Sea,  with  the  whole 
intermediate  space — in  a  word,  over  a  square  expanse  comprehending  above  eighty  degrees  of  latitude,  and 
more  than  one  hundred  of  longitude,  there  is  scarce  a  spot  of  any  extent  but  what  has  been  furrowed  by 
the  keels  of  a  whaler,  and  been  a  place  of  privation  to  her  enduring  crew. 

Zoologists  have  classed  these  animals,  as  well  as  the  sporting  tribe,  among  fishes,  distinguishing  them 
by  cetaceous  order,  comprehending  a  variety  of  species.  But  on  an  examination  of  their  structure  and  func- 
tions, the  impropriety  of  this  classification  is  manifest ;  and  the  inspector  is  at  once  convinced  of  their  being 
far  removed,  or  in  fact  wholly  distinct  from  any  species  of  fish.  They  have  many  analogies  with  the  larger 
land  animals,  having,  in  common  with  them,  warm  red  blood  flowing  through  the  system,  though  a  certain 
modern  philosopher  has  asserted  to  the  contrary ;  Kobert  D.  Owen,  in.  one  of  his  published  letters,  while  in 
America,  skeptically  comparing  his  situation  in  a  stage-coach  to  that  of  Jonah  in  the  whale's  belly,  asserted 
that  the  whale  was  a  "  cold-blooded  animal." 

They  have  a  heart,  with  auricles  and  ventricles  through  which  this  fluid  is  propelled;  they  have  lungs, 
together  with  all  the  functions  for  breathing  atmospheric  air,  and  they  can  only  suspend  this  breathing  for 
an  hour  or  two  at  a  time.     Being  entire  tenants  of  the  deep,  and  having  organs  for  propelling  them  through 


*  This  ship  was  attacked  and  sunk  by  a  whale ;  the  mate  and  part  of  the  crew,  wlio  took  to  their  boats,  were  bronwht  home  from 
the  Onpe  of  Good  Hope  in  the  U.  S.  ship  Vincennes  in  1829,  in  which  ship  I  was  then  serving  as  midshipman. — M. 

34 


266  THE  WIND  AND  CURRENT  CHARTS. 

it,  are  the  only  fish-like  qualities  they  possess.     They  seem  to  form  a  sort  of  intermediate  and  connecting 
link  between  absolute  beasts,  and  their  more  near  submarine  neighbors. 

It  is  highly  creditable  to  the  spirited  and  enterprising  individuals,  who  have  put  forth  their  capital  in 
ships,  destined  to  traverse  the  deep  in  quest  of  these  oily  monsters,  that  they  have  become  so  numerous  as 
to  form  a  large  and  important  portion  of  our  navigation ;  and  this,  without  ever  receiving,  without  ever 
needing  legislative  encouragement.  A  computation  roughly  made,  shows  that  we  have  now  whale-ships 
enough,  if  placed  in  a  direct  line,  equidistant,  and  just  in  sight  of  each  other,  to  form  a  continued  fleet,  that 
might  reach  more  than  half  way  around  the  globe.  The  wealth  drawn  out  of  the  deep,  and  conveyed  by 
them  annually  to  the  shores  of  America,  is  immense.  But  aside  from  contributing  thus  largely  towards 
our  national  wealth,  no  small  degree  of  honest  pride  arises  from  the  knowledge  that  no  nation  can  rival 
us  in  this  perilous  branch  of  industry.  The  English  have,  it  is  true,  been  for  many  years  engaged  in  it, 
and  with  partial  success,  but  the  immense  amount  of  bounty  paid  by  their  government  to  encourage  the 
establishment  of  one  branch  of  whaling  alone,  shows  how  reluctantly  they  have  been  drawn  into  it,  and 
fully  justifies  us  in  saying  that,  in  this  pursuit,  as  in  others  that  call  forth  daring  energy,  Old  England  must 
yield  the  palm  to  New -Bncfland  a.dvQntnreT3. 

From  the  commencement  of  the  whaling  career  of  the  English  in  the  northern  seas,  down  to  the  year 
1786,  that  government  had  paid  bounty  therefor,  amounting  to  £1,266,000,  a  fraction  or  so  of  the  national 
debt.  To  insure  success  in  their  whaling  operations  in  the  South  Seas,  the  English,  as  well  as  their  neigh- 
bors across  the  Channel,  have  not  scrupled  to  secure  for  their  ships,  masters,  and  other  chief  conductors  of 
whaling  voyages,  from  the  young  country  that  first  led  the  way  beyond  the  two  fellow  capes,  in  this  great 
marine  enterprise.  So  liberal,  in  fact,  were  the  inducements  held  forth,  that  merchants  as  well  as  seamen 
removed  from  our  own  to  their  countries,  invested  their  funds,  and  became  actively  engaged  in  this  venture- 
some pursuit.  So  far  as  we  know,  a  detailed  description  of  the  manner  of  capturing,  cutting  in,  and  trying 
out  a  whale,  has  never  been  given.     The  following  may,  therefore,  supply  the  place  of  a  better  one. 

It  may  first  be  mentioned,  that  when  a  whale-ship  leaves  her  port,  a  man  is  stationed  in  the  top-gallant 
crosstrees  of  each  mast  to  look  out  for  whales,  and  the  mastheads  are  kept  manned  from  daylight  until 
sunset,  during  all  weather  that  admits  boats  to  leave  their  ship,  from  the  time  of  her  leaving  home  until 
her  cargo  is  completed,  or  the  voyage  terminates;  the  ship's  company  standing  watch  aloft  by  turns  of  two 
hours  each.  When  the  spout  of  a  whale  is  descried,  the  discoverer  immediately  makes  it  known  by  the 
welcome,  and,  on  board  a  whaler,  the  well-known  exclamation  of  "  There  she  blows  I"  which  is  repeated 
often,  as  the  spout  appears  in  view ;  and  though  it  should  be  so  far  off  as  to  be  but  just  discernible,  yet,  by 
its  peculiar  formation,  as  well  as  by  the  number  of  times  and  regularity  with  which  it  appears,  the  expe- 
rienced eye  of  a  practical  whaler  can  distinguish  at  once  from  what  species  of  whale  the  spout  proceeds. 
If  it  be  a  sperm  whale,  and  not  to  windward,  the  ship  is  instantly  headed  for  it,  and  all  sail  made  in  pursuit. 
After  some  few  preliminary  observations,  such  as  noting  time  by  watch,  and  with  a  spyglass  tracing  the 
animal's  way  through  the  sea,  its  course  and  rate  of  going  are  ascertained,  and  it  now  may  be  calculated 
for  with  tolerable  precision. 


r 


LETTERS   FKOll   WHALEMEN,  267 


The  ship  is  usually  run  within  a  half  mile  or  so  of  the  spot  where  the  whale  is  expected  to  appear, 
when  it  rises  to  the  surface;  and  by  having  the  courses  hauled  up,  and  one  of  the  larger  topsails  hove  back, 
she  there  remains  nearly  stationary.  The  boats  are  now  sent  off,  and  are  rowed  in  different  directions,  so 
that,  if  the  whale  is  not  going  fast,  at  least  one  of  the  boats  is  nearly  sure  of  being  near  him  when  he  rises; 
or,  should  he  chance  to  come  up  a  mile  from  the  boats,  they  can  generally  reach  him  before  he  has  his  spout- 
ings  out;  as  this  occupies  some  i:fteen  minutes,  and  the  boats  may  be  rowed  at  the  rate  of  six  miles  an  hour, 
even  over  quite  a  rough  sea.  If  the  whale  be  slow  in  his  movements,  the  boat's  crews  have  nothino-  to 
do,  while  waiting  for  it  to  appear,  but  to  lay  upon  their  oars ;  and  as  the  time  draws  nigh,  eager  eyes  scan 
all  portions  of  the  sea  around,  to  catch  the  first  glimpse  of  a  rising  spout.  But  if  there  happen  to  be  much 
swell,  from  the  depressed  condition  of  the  boats,  being  often  in  a  cavity  between  waves  that  entirely  obstruct 
the  vision,  it  is  difficult  to  discern  a  spout  from  boats  beyond  a  limited  distance ;  in  this  case,  the  main 
dependence  is  placed  on  the  man  at  the  ship's  masthead,  who,  as  soon  as  he  sees  the  whale,  runs  up  a  signal 
and  points  out  its  direction.  This  creates  a  scramble  among  the  crews,  as  there  is  generally  no  small  share 
of  rivalry  existing  among  them,  and  all  strain  every  nerve  with  the  view  of  being  the  fir^t  who  approach 
and  have  the  honor  of  first  implanting  their  harpoons  in  the  whale ;  but,  as  the  boat  which  is  more  favored 
by  chance,  or  happens  to  outrow  the  others,  gets  within  a  few  yards  of  him,  the  contested  race  is  given  up, 
and  the  sternmost  crews  cease  rowing,  and  silently  await  the  issue  of  the  first  conflict.  Sometimes  boats 
approach  a  whale,  as  their  situations  chance  to  be,  by  rowing  up  towards  the  head,  and  get  to  the  pervious 
part  of  its  body  in  this  way ;  at  other  times  they  proceed  direct  to  its  side,  but  generally  the  most  approved 
way  is  to  row  up  from  behind,  and,  if  necessary,  make  a  circuitous  route  to  do  so.  The  approach  of  a  boat 
often  alarms  a  whale,  when  he  dives  beneath  the  sea  and  suffers  it  to  come  near  him  no  more ;  but,  more 
commonly,  and  especially  on  new  grounds,  where  they  have  been  but  little  disturbed,  there  is  no  difficulty 
in  placing  boats  sufficiently  near  whales  as  to  leave  them  in  the  attacker's  power.  It  is  probable,  however, 
that  boats  seldom  arrive  near  whales  without  their  knowledge,  such  only  making  efforts  to  escape  as  have 
learned  to  regard  them  as  enemies  by  having  become  acquainted  with  the  missive  weapons  thrown  there- 
from. The  harpooner  rows  at  his  oar  until  the  boat  gets,  nearly  "  within  dart,"  when  he  is  called  up  by 
the  officer  who  steers  and  controls  the  boat ;  and  when  within  a  few  feet  of  the  whale,  the  progress  of  the 
boat  is  checked  as  much  as  possible  by  strokes  of  the  oars.  The  harpooner  now  darts  his  two  harpoons, 
which  pass  through  the  blubber  and  enter  the  fleshy  mass  that  incloses  the  bones  of  this  great  animal ;  and 
these  keen  instruments-coming  in  quick  succession,  often  give  to  the  affrighted  whale  the  first  intimation 
of  impending  danger.  This  is  always  a  moment, of  peril  to  the  assailants,  and,  therefore,  one  of  anxiety 
to  the  lookers  on ;  as  some  fearful  accident  might  proceed  from  the  convulsive  motions  of  the  wounded 
whale,  other  boats  promptly  row  up  to  assist  the  first.  The  skill  and  activity  of  every  one  are  now  in 
requisition,  lest  the  yet  slippery  and  valuable  prize  should  by  some  means  escape  before  receiving  his 
death  wound.  If,  as  often  happens,  a  boat  is  badly  stoven  in  the  first  outset,  another  takes  in  the  immersed 
crew  and  tows  the  stoven  boat  to  the  ship,  while  others  make  a  fresh  and  combined  attack  on  the  whale, 
which  may  now  be  rolling  in  the  ocean  foam  that  his  ownstruggles  have  produced,  or,  perhaps,  rearing  its 


268  THE  WIND  AND  CURHENT  CHARTS. 

mig'hty  tail  in  the  air,  and  drawing  it  down  on  the  sea  with  such  force  as  to  make  it  resound  to  a  great 
distance. 

Soon  as  a  boat  is  attached  to  a  whale,  the  officer  in  charge  exchanges  situations  with  the  harpooner  or 
boat-steerer,  as  he  is  more  generally  called,  the  latter  now  steering  the  boat  while  the  former  goes  forward 
and  plies  his  lance,  taking  care  to  poise  it  well  before  throwing  it,  and  to  aim  it  always  so  that  some 
portion  of  the  whale's  vitals  shall  be  pierced.  Copious  emissions  of  blood  then  gush  from  the  spout-hole, 
rise  up  a  few  feet,  and  fall  into  the  sea,  dyeing  it  with  the  crimson  fluid  wherever  the  animal  pursues  its 
way.  Where  a  whale  has  fairly  received  its  death  wound,  there  is  but  a  small  chance  for  escape,  as  it 
seldom  lives  above  an  hour  or  so  afterwards.  When  dead,  a  hole  is  cut  in  the  head  or  tail,  through  which 
a  rope  is  rove,  and  if  the  ship  is  to  the  leeward,  the  boats  tow  the  whale  towards  her;  but  if  the  ship  be  to 
the  windward,  this  labor  is  saved,  as  she  then  runs  down  within  a  short  distance  of  the  whale,  where  the 
foretopsail  is  hove  back,  the  whale  is  hauled  alongside,  and  a  cable  of  rope  or  chain  put  round  its  tail. 
Preparations  are  now  made  for  cutting  in  the  blubber  and  other  oily  portions  of  the  whale. 

This  is  a  laborious  process,  which,  for  a  large  sperm  whale,  requires  the  principal  part  of  a  day  to 
complete.  The  cutting  operation  is  performed  from  stages  suspended  over  the  ship's  side ;  the  cutters 
being  provided  with  sharp  instruments  for  the  purpose,  called  spades;  these  have  a  razor-like  edge  of  fine 
steel,  and  are  affixed  to  poles  of  convenient  length.  To  make  a  beginning,  a  small  hole  is  cut  first  in  the 
blubber  near  the  head,  and  into  this  is  placed  a  blubber-hook,  to  which  is  attached  one  of  the  two  large 
tackles  employed  in  hoisting  in  the  blubber,  and  by  means  of  the  windlass,  a  piece  of  blubber  about  six 
feet  in  width  is  thus  raised  up  to  the  ship's  side.  As  this  goes  aloft,  the  whale  rolls  over  and  over,  the 
blubber  peeling  off  rapidly  as  it  rolls ;  and  as  the  cuts  are  made  not  quite  circularly  round,  but  in  a  direction 
somewhat  obliquely  towards  the  tail,  the  whole  blubber  comes  off  the  whale  in  one  continued  piece,  being 
stripped  off  in  the  spiral  way  from  head  to  tail.  With  the  aid  of  the  windlass,  this  piece  of  blubber  is 
heaved  some  thirty  feet  above  the  deck,  when  the  lower  block  of  the  tackle  meets  the  upper  one,  which  is 
suspended  from  the  main  masthead ;  a  second  tackle  then  relieves  the  first,  having  a  strap  of  the  block 
inserted  through  and  secured  to  the  blubber  near  the  deck;  just  above  this  block  the  blubber  is  cut  off; 
the  piece  separated  forming  what  is  termed  a  blaiiket-piece ;  this  is  lowered  into  the  hluhber-room,  which  is 
that  portion  of  the  ship  between  decks,  directly  abreast  and  beneath  the  main  hatches ;  another  piece  goes 
up  to  the  same  height  as  the  first,  and  is  in  the  same  manner  cut  off  and  lowered  into  the  blubber-room, 
and  so  on  till  all  the  blubber  is  taken  from  the  whale,  five  or  six  of  these  pieces  commonly  taking  the 
whole.  The  carcass  is  then  abandoned  to  the  ravenous  sharks  and  hungry  birds  that  surround  a  ship  on 
these  occasions.     The  carcass  sometimes  floats,  but  most  commonly  sinks. 

While  the  whale  is  being  rolled,  the  head  is  cut  off;  and  it  remains  alongside  secured  by  a  strong  rope 
till  the  blubber  is  hoisted  in. 

Small  whales'  heads  are  heaved  on  deck  whole,  but  the  immense  weight  of  a  large  one  renders  it  im- 
practicable ;  it  is  therefore  necessary  to  divide  it.  Both  tackles  are  firmly  hooked  to  a  portion  of  the  head- 
denominated  the  junk,  and  this,  when  cut  off,  requires  the  united  strength  of  the  whole  ship's  crew  at  the 


LETTERS  FKOM  WHALEMEN.  269 

■windlass  to  heave  it  high  enough  to  reach  the  deck,  a  large  one  weighing  at  least  between  five  and  six 
tons. 

The  last  and  most  remarkable  portion  of  the  whale  remains  yet  to  be  hoisted  in.  This  is  what  whalers 
terra  the  case;  it  is  a  body  of  flaid  head  matter  that  often  amounts  to  twelve  or  fourteen  barrels,  which,  when 
removed  from  the  head,  leaves  a  large  tubular  cavity  that  runs  longitudinally  its  whole  length.  It  is  in- 
closed by  a  cartilaginous  substance  that  yields  no  oil,  and  this  again  has  an  outer  covering  which  is  of  an 
intermediate  nature  between  blubber  and  a  singular  part  of  the  whale  called  whitehorse,  which  contains  no 
oily  matter,  and  is  impervious  to  all  but  the  keenest  instruments — a  cannon  ball  would  hardly  penetrate  it. 
The  part  containing  the  case  is  also  too  unwieldy  to  be  taken  in  whole,  and  to  subdivide  it  would  cause  a 
loss,  as  much  thin  oil  would  escape ;  hence  it  is  necessary  to  raise  it  with  the  cutting  apparatus  perpen- 
dicularly up  the  ship's  side,  with  its  lower  end  remaining  in  and  supported  by  the  sea.  A  perforation  is 
then  made  in  the  upper  end  with  a  spade,  and  into  this  a  bucket  is  placed  which  requires  to  be  pushed 
down  with  a  pole  in  order  to  tear  away  the  tender  membranous  filaments  that  oppose  its  way ;  the  bucket 
is  then  filled  with  oil,  and  by  means  of  a  pully  is  hoisted  up  and  emptied  into  a  receiver.  In  this  way  ten 
or  twelve  barrels  of  the  oily  liquid  are  obtained  from  every  whale  of  a  large  size.  It  is  necessary  that  this 
oil  should  pass  through  the  pots  and  be  heated  to  prevent  its  becoming  rancid,  though  it  may  be  men- 
tioned that  while  fresh  it  is  perfectly  sweet,  and  like  other  animal  fats  only  becomes  rancid  through  age. 
While  fresh,  it  may  be  and  is  sometimes  used  on  board  ship  for  culinary  purposes.  A  certain  species  of 
Yankee  food  called  doughnuts,  fried  in  fresh  oil,  occasionally  adds  variety  to  the  homely  and  too  often 
scanty  board  of  the  whaler.  Next  to  the  case,  the  junk  contains,  in  proportion  to  its  bulk,  the  largest 
quantity  of  oily  matter;  much  of  it  yielding  its  own  bulk  in  oil;  and  while  it  is  being  cut  into  smaller  pieces, 
the  oil  exudes  so  copiously  that  it  is  necessary  to  stop  up  the  scuppers,  and  bail  it  from  time  to  time  off 
deck.  The  blubber  between  decks  is  cut  into  small  pieces  so  as  to  be  conveniently  transferable;  these  are 
called  horse  pieces,  and  in  this  form  the  blubber  passes  through  the  mincing  operation.  This  is  performed  by 
drawing  a  long  knife  across  or  nearly  through  the  pieces,  cutting  down  portions  from  a  half  to  three  quarters 
of  an  inch  thick ;  these  are  not  entirely  severed,  but  for  the  convenience  of  removal  are  kept  hanging 
together  somewhat  after  the  manner  of  book  leaves. 

In  this  state  the  blubber  is  ready  for  the  try-pots,  into  which  it  is  transferred  with  a  fork  or  pike  con- 
structed for  the  purpose.  A  hot  fire  is  kept  up  under  the  pots,  and  in  an  hour  or  less  a  pot  full  of  blubber 
has  all  the  oil  fried  out ;  "the  scraps,"  are  then  skimmed  off;  more  blubber  is  put  into  the  pots,  and  a  suffi- 
cient quantity  of  oil  is  boiled  therefrom. 

The  oil  boiled  off  is  poured  into  a  copper  cooler,  and  from  thence  it  runs  through  a  cock  into  a  second 
cooler,  and  from  this  is  bailed  into  casks  which  are  placed  about  deck,  and  when  the  oil  is  perfectly  cool, 
the  casks  are  coopered  and  stowed  away  into  the  hold. 

If  the  weather  is  fair  and  the  sea  smooth,  a  large  whale  may  be  fried  out  in  about  36  hours,  which  gives 
an  average  of  from  2  to  3  barrels  an  hour ;  and  if  the  whale  be  uncommonly  fat,  the  oil  can  be  extracted 
proportiouably  faster. 


270  THE  WIND  AND  CUERENT  CHARTS. 

The  scraps,  it  may  be  stated,  form  a  sufficient  quantity  of  fuel  for  continuing  the  frying  process ;  this 
goes  on  night  and  day,  the  ship's  company  being  divided  into  two  watches  who  perform  duty  alternately. 

It  is  somewhat  remarkable  that,  in  this  age  of  invention,  there  has  been  no  new  method  devised  for 
capturing  whales ;  nor  any  improvement  made  on  the  old  one,  nor  yet  on  the  simple  instruments  used 
against  them. 

The  plain  harpoon  employed  by  the  early  whalers,  is  still  in  use,  although  there  have  been  various 
modifications  of  this  form;  such  as  harpoons  with  one  flue,  those  with  joints,  others  barbed,  &c.  &c.  But 
these  have  all  had  their  day,  and  given  way  to  the  plain  primitive  harpoon. 

There  have  indeed  been  some  curious,  but  theoretical  rather  than  practical,  machines  constructed  for 
shooting  whales,  and  also  fanciful  contrivances  designed  to  explode  in  the  animal,  and  blow  it  up.  But 
nothing  has  yet  been  fabricated  for  sending  a  harpoon,  that  is  at  all  comparable  to  a  pair  of  nervous  and 
dexterous  arms,  more  especially  if  these  happen  to  belong  to  a  stout  heart.  That,  however,  a  portable 
piece  of  mechanism  can  be  put  together  which  will  fully  answer  the  end  of  throwing  the  missive  weapon, 
and  destroying  the  whale  with  less  risk  of  human  life  than  the  means  now  employed,  is  undoubtedly  within 
the  bounds  of  possibility.  The  chief  difficulty,  however,  seems  to  be  that  of  constructing  an  engine  of  this 
sort,  which  shall  possess  sufficient  projectile  force  to  enable  the  shooter  to  remain  secure  in  the  distance, 
and  yet  be  of  diminished  size  and  weight,  so  as  not  to  occupy  much  space,  nor  add  materially  to  the  weight 
of  a  boat. 

"VVhaleboats  are  necessarily  nutshells  of  fabrics,  there  being  not  a  board  in  one,  from  the  keel  to  the 
gunwale,  that  measures  one-half  inch  in  thickness,  and  this  of  the  lightest  material. 

From  Capt.  Orocker  to  Lieut.  M.  F.  Maury. 

If  the  following  will  be  of  any  use  to  you,  it  is  heartily  at  your  service ;  if  not,  I  trust  your  fire  burns 
brightly,  and  I  know  that  your  patience  has  been  already  proved. 

For  being  so  backward  in  furnishing  my  mite  to  your  stock  of  materials,  T  have  need  to  apologize,  as, 
at  this  late  period  to  have  just  become  acquainted  with  "  Maury's"  indefatigable  labors,  and  their  splendid 
result,  is  a  disgrace  to  all  American  shipmasters. 

In  1848,  I  returned  from  a  long  whaling  voyage,  and  in  a  few  days  after,  started  again  upon  another; 
and  during  the  interval,  obtained  but  a  very  imperfect  knowledge  of  the  uses  to  which  the  abstract  log,  I 
was  requested  to  keep,  would  be  applied.  I  kept  it,  however,  in  an  imperfect  manner  (though  it  was 
correct  as  far  as  it  went),  and,  on  my  return,  duly  forwarded  it  (from  ship  Mary  Edgarton,  arrived  Nov. 
1851).  My  avocations  since  that  time  have  excluded  me  from  all  knowledge  of  nautical  affairs  until 
within  the  last  few  months,  when  I  took  the  ship  Massachusetts,  merchant  ship,  from  New  York  to  Europe; 
this  opened  the  way  to  a  more  perfect  knowledge  of  your  surprising  discoveries,  and  made  me  desire  to 
furnish  my  mite  in  return  for  the  many  benefits  I  am  sure  to  receive,  now  that  I  am  again  "  doing  business 
upon  the  mighty  waters." 

The  sickness  and  death  of  a  beloved  wife  during  the  passage  out,  and  the  sinking  of  my  ship  on  my 


LETTERS  FROM   WHALEMEN.  271 

nttemi^ted  return,  will,  I  conceive,  be  my  excuse  for  neglecting  what  I  told  to  be  the  duty  of  every 
shipmaster  under  ordinary  circumstances,  viz :  to  furnish  a  complete  abstract  of  all  that  occurs  during  a 
voyage.     I  intend  in  this  to  give  you  some  account  of  the  two  whaling  voyages  before  mentioned. 

In  Nov.  1845,  I  sailed  from  New  Bedford  in  Capt.  McKenzie's  old  ship,  the  Minerva  Smith,  for  South 
Georgia,  the  large  island  west  of  Cape  Horn,  in  search  of  right  whales.  We  arrived  there  in  January,  and 
found  but  one,  though  we  Stayed  there  a  month — but  we  found  there,  in  great  plenty,  a  kind  of  whale 
different  from  any  I  ever  saw  before,  and  resembling,  somewhat,  the  kind  called  "bowheads,"  by  your 
correspondents ;  they  were  very  large  (would  make  two  hundred  bbls.),  very  smooth,  and  black,  and  very 
wild.  They  had  a  small  hump,  which  appeared  only  when  "turning  flukes."  We  could  not  take  one — • 
for,  three  days  before  we  arrived  at  the  island,  we  were  sailing  through  countless  numbers  of  humpback ; 
near  the  land,  we  saw  very  many  ice  islands,  which  drifted  slowly  towards  the  N.  E.  I  also  saw  one  very 
large  sperm  whale.  We  were  twenty  days,  in  March,  1846,  beating  westward  into  the  track  of  ships  bound 
round  the  cape. 

During  the  months  of  July,  August,  and  September,  1846,  I  was  cruising  in  the  Kamtschatka  Sea,  in 
a  space  not  more  than  ninety  miles'  square,  the  centre  of  which  would  have  been  the  Island  of 
Preobragima,  (?)  did  it  exist;  but  it  does  not,  at  least  near  the  latitude  and  longitude  where  laid  down,  viz: 

lat. ,  long. .     During  that  time  I  saw  no  ship  (they  were  on  the  Kamtschatka  shore  that  year), 

but  plenty  of  whales,  such  as  they  u-ere.  We  took  ten  of  them,  which  made  us  onljjftve  hundred  barrels, 
thus  averaging  only  Ji/ty  barrels  a  piece — they  were  all  young  whaler;  for  the  blubber  was  thin,  fine-grained 
and  full  of  water,  and  the  bone  also  was  thin  and  short.  There  were  no  full-grown  whales  there;  this  appears 
to  me  a  singular  circumstance.  Do  the  young  right  whales  separate  from  the  old  at  a  certain  age?  and  is  it 
to  get  different  food?  The  space  they  occupied  was  not  more  than  sixty  miles  square — outside  of  that  space 
none  were  seen.  They  left  in  September;  moving  suddenly  to  the  southward,  where  I  did  not  follow  them. 
In  October,  we  reconnoitred  at  the  Bonin  Islands,  and  then  proceeded  to  cruise  between  seasons,  off  the 
Island  of  Morty,  near  Celebes,  lat. ,  long. ,  where  we  saw  plenty  of  sperm  whales. 

In  March,  we  got  a  few  recruits  of  Yloylo,  in  the  Isle  of ,  one  of  the  Philippines,  and  then  passed 

northward,  through  the  China  Sea,  towards  the  Sea  of  Japan.  Proceeding  northerly,  we  touched  at  the 
Island  of  Typinsan,  the  inhabitants  of  which  appeared  to  be  Chinese;  they  were  polite  and  friendly 
enough,  but  would  not  suffer  me  to  enter  their  town,  nor  to  trade  for  refreshments.  We  met  with  just  the 
same  reception  at  Komsang,  one  of  the  Loo  Choos,  and  at  Harbor  Island,  a  most  singular  and  interesting 

island,  which  lies  still  further  north,  lat. ,  long. ,  and  belonging  apparently  to  the  Japanese,  as  I 

saw  people  and  vessels  from  Jeddo  there.  This  island  is  shaped  like  a  horseshoe— open  to  the  westward, 
thus  forming  a  spacious  bay,  free  from  rocks  and  shoals,  and  all  around  the  sides  of  which  are  large  inlets, 
forming  admirable  harbors,  safe  from  all  winds,  and  much  more  easy  of  access  than  the  harbor  at  Bonin 
Islands,  recently  surveyed  by  Commodore  Perry. 

This  island  (Harbor  Island)  will  be  of  great  value  to  the  future  commerce  that  is  sure  to  spring  up 
between  our  western  coast  and  China;  for  it  is  very  near  the  route,  and  extremely  fertile.     The  inhabitants 


272  THE  WIND  AND  CUBRENT  CHARTS. 

carry  on  a  trade  with  Japan.  The  junks  I  saw  there,  from  that  place,  were  after  sugar,  large  quantities  of 
which  I  saw  put  up  and  ready  for  market.  This  island  is  much  nearer  our  western  coast  than  Luconia, 
where  they  now  go  for  sugar,  and  from  whence  we  must  be  shut  out  by  Cuban  troubles,  or  a  war  with 
Spain.     I  hope  Commodore  Perry  will  not  overlook  it. 

Those  junks  were  very  curiously  constructed,  but  you,  perhaps,  know  more  about  them  than  I  do. 

In  the  Straits  of  Corea,  we  lay  "off  and  on"  the  harbor  of ;  while  in  a  boat,  I  pulled  in,  to 

see  if  I  could  obtain  the  water  and  refreshments  I  had  been  so  long'  seeking ;  but  though  it  seemed  a  fine 
harbor,  the  inhabitants  were  not  friendly,  and  I  was  obliged  to  pack  on  into  the  Japan  Sea  with  a  much 
shorter  supply  of  those  necessaries  than  I  desired.  I  saw  these  junks  from  the  coast  of  Tartary,  loaded 
with  fish. 

North  of  the  Basha  Islands  I  am  confident  that  whalers  will  be  unable  to  find  water  or  refreshments. 
Captain  Potter's  directions  for  entering  the  Japan  Sea,  through  the  Straits  of  Corea,  are  correct.  Ships 
should  not,  however,  borrow  too  much  upon  the  Corea  shore,  as  it  is  fronted  with  many  small  islets,  and 
much  discolored  water.     Daylight  is  very  desirable  in  passing  the  narrowest  parts. 

I  come  now  to  what  I  wish  most  particularly  to  communicate ;  I  am  confident  that  mine  was  the  first 
ship  that  entered  that  sea  in  search  of  right  whales;  and  but  two  or  three  others  entered  that  season — not 
enough  to  disturb  the  whaies  much.  We  may  believe,  therefore,  that  the  whales  acted  naturally  that 
season — that  their  migratory  movements  were  the  same  as  they  had  been  always  before. 

How  the  whales  got  into  that  sea  I  am  unable  to  tell;  for,  upon  my  arrival  there  in  April,  they  were 
already  there,  and  feeding  diligently.  I  can  only  say  I  saw  none  in  the  Yellow  Sea,  nor  in  the  Straits  of 
Corea;  I  met  them  first  about  sixty  miles  northeast  of  the  Straits,  but  they  were  not  "regular,"  and  I 

passed   still  further  on  into  latitude ,  near  the  coast  of  Japan,  where  they  were   at   home,  and    I 

commenced  taking  them  rapidly.     "We  cruised  there  and  off  shore  until  about  the  10th  of  June,  when  I 

steered  northwest,  into  latitude ,  near  the  coast  of  Tartary.     Here  we  cruised  until  about  tlie  lijth  of 

July,  when  it  became  evident  that  the  whales  were  all  moving  quickly  towards  the  northeast,  and  as  that 
was  just  the  direction  of  Perouse's  Straits,  it  was  not  difficult  to  suppose  the  whales  were  leaving  the  sea, 
and  I,  of  course,  followed  them.  Two  other  ships,  however,  that  I  saw  at  the  time,  chose  to  remain, 
supposing  they  would  "  soon  be  round  again." 

On  arriving  at  Perouse's  Straits,  I  saw  many  whales,  all  moving  eastward,  and  was  confirmed  in  my 
opinion.  It  was  morning  when  we  left  the  Straits,  with  a  good  breeze  blowing  from  the  northwest,  and 
seeing  a  whale  moving  rapidly  and  steadily  towards  the  east,  I  determined  to  follow  it,  believing  it  would 
lead  me  at  last  to  "  good  whale  ground."  All  the  day  the  whale  moved  steadily  upon  one  course,  at  a 
speed  of  some  six  miles  per  hour,  and  I  followed.  At  dark  we  shortened  sail,  and  continued  upon  the 
same  course  until  12  o'clock,  when  we  "  hove  to"  until  daylight ;  and  true  enough,  at  daylight  next  morn- 
ing, we  found  ourselves  in  the  midst  of  a  fleet  of  ships  which  had  come  from  the  southward,  and  most  of 
whom  were  "  boiling."  There  were  plenty  of  whales  in  sight,  all  of  which  were  "  at  home."  I  learned 
afterwards  that  the  "bulk"  of  the  whales  had  been  "set  on"  about  a  week  before  that  time;  the  ships 


Y 


LETTERS   FROM  WHALEMEN.  273 

there  had  done  nearly  nothing.  My  unique  pilot  had  brought  me  to  just  the  right  place ;  for,  during 
August,  I  "filled  up,"  and  left  the  sea,  one  of  the  first  ships, 

I  thus  demonstrated  the  fact  that  the  whales,  which  had  been  found  from  year  to  year  in  the  Ochotsk 
Sea  after  July,  migrated  there  from  the  Japan  Sea.  Ships  that  entered  the  Japan  Sea  after  the  20th  of 
July  found  the  whales.  It  has  long  been  morally  certain  that  whales  do  migrate,  but  never  before  to  my 
knowledge  have  they  been  observed  and  followed  (rom  one  place  to  another. 

The  winds  in  the  Japan  Sea  were  mostly  from  the  southward,  and  the  weather  was  warmer,  and  the 
sky  clearer  than  in  the  same  latitude  outside.  There  was  no  perceptible  current  there,  but  in  those  days 
"  Maury"  had  not  learned  us  how  to  observe;  we  never  thought  then  of  trying  the  current,  or  the  tempera- 
ture of  the  sea. 

One  meteoric  phenomenon  observed  there,  is  worth  relating.  We  were  about  forty  miles  from  the 
coast  of  Tartary,  and  had  been  enveloped  in  a  thick  fog  several  days,  when  one  afternoon — as  not  unfre- 
quently  happened  there — it  suddenly  cleared  away,  and  the  sun  came  out  bright.  The  sky  was  clear,  and 
the  sea  smooth,  with  a  very  light  breeze  from  off  the  land,  which  appeared  plain  in  sight ;  I  say,  appeared, 
for  a  close  examination  disclosed  singular  changes  in  the  shape  of  various  headlands,  and  thus  we  soon 
saw  that  it  was  a  fog-bank ;  but  with  its  upper  edge  as  clearly  defined,  as  hills  against  the  sky.  It  was 
soon  apparent  that  it  was  rapidly  nearing  us,  and  although  there  was  very  little  change  in  the  barometer, 
I  became  alarmed,  and  kept  the  ship  before  the  wind,  at  the  same  time  taking  in  sail.  As  it  approached 
us,  we  could  see  it  to  be  a  perpendicular  wall  of  dense  fog,  about  three  hundred  feet  high ;  it  soon  reached 
us,  and  with  it  a  sharp  squall  (a  whirlwind),  with  large  hail  and  some  rain.  The  bank  of  fog  was  not  more 
than  a  quarter  of  a  mile  deep,  and  not  near  so  dense  upon  the  back  side.  This  bank  extended  as  far  as 
the  eye  could  reach,  north  and  south,  and  after  passing  us,  hung  in  the  eastern  horizon  until  nearly  dark, 
when  it  melted  away.    It  moved  about  sixteen  miles  per  hour. 

Contrary  to  most  of  the  whalers  that  season,  I  came  home  through  the  China  Sea,  and  around  the 
Cape  of  Good  Hope,  touching  at  the  Ladrone  Islands,  where  we  lay  nearly  a  month  waiting  for  the  north- 
east monsoons.    Had  we  been  obliged  to  remain  upon  the  whaling-ground  until  October,  our  passage  home 

would  have  been  shorter  by  many  weeks,  than  that  of  any  other  ships.     North  of  the in  lat. 

I  discovered  an  island  upon  which  was  a  deposit  of  guano,  and  it  has  been  suggested  by  a  New  York 
merchant,  that  it  might  be  very  valuable,  and  we  think  of  an  expedition  there.  You  would  do  me  a  great 
favor  by  giving  your  opinion  as  to  how  much  rain  falls  there.     So  much  for  my  first  voyage  as  master. 

My  next  and  last,  was  for  sperm  whales  in  the  Sooloo  Sea,  Molucca  Passage,  and  thereabouts.  I  was 
considered  very  lucky  in  finding  them;  perhaps  I  was,  but  I  had  read  Wilkes  on  Currents  and  Whaling, 
and  paid  attention  to  the  temperature  and  currents. 

If  I  mentioned  in  my  "abstract"  a  singular  current  of  warm  water,  that  I  found  setting  westerly  along 
the  north  coast  of  New  Guinea,  and  a  cooler  one  setting  easterly  upon  the  northern  edge  of  the  first,  I 
think  of  nothing  further  interesting  that  I  did  not  note  there.  The  whole  ground  was  in  the  warm 
current. 

35 


274  THE  WIND  AND  CURRENT  CHARTS. 

In  tlie  description  of  the  sperm  whale  given  by  Capt.  McKenzie  and  others,  I  am  astonished  to  find 
they  did  not  mention  one  of  their  most  noticeable  features.  I  refer  to  their  rugce,  or  the  wrinkled  appear- 
ance of  the  blubber.  The  right  whale  and  all  other  spouting  fish  (or  animals,  if  you  please),  except  the 
humpback,  which  has  the  same  rugce  upon  its  belly  only,  are  singularly  smooth  and  plump-looking ;  they 
have  no  uneven  places  upon  them,  and  generally  the  epidermis  is  unbroken.  They  convey  the  idea  of  fat 
by  their  very  appearance.  The  sperm  whale,  on  the  contrary,  has  a  lean  and  shrivelled  appearance,  that 
would  lead  the  inexperienced  person  to  suppose  the  creature  sick. 

The  ribs  appear  almost  to  protrude  through  the  apparently  thin  covering,  and  the  "  black  skin "  or 
epidermis  has  a  broken  and  chafed  appearance,  seen  upon  no  other  whale.  In  their  convulsive  struggles 
when  attacked,  large  portions  of  this  skin  frequently  drop  from  them,  and,  when  dead,  they  have  the 
appearance  of  having  been  violently  rubbed  against  some  hard  substance.  This  appearance  of  leanness, 
however,  is  fallacious ;  for  it  is  a  common  remark  among  whalemen,  that,  "  the  deeper  the  wrinkles,  the 
fatter  the  whale."  The  head  of  the  sperm  whale  is  smooth,  but  from  the  eye  to  the  fluke  these  rugce  extend 
without  interval.  They  are  not  regular  and  running  in  parallel  lines,  but  very  irregular  and  broken.  I 
can  think  of  nothing  to  which  the  surface  of  a  sperm  whale  has  so  great  a  resemblance  as  the  surface  of 
the  ocean,  when  the  wind  has  been  very  changeable.     These  rugce  are  from  one  to  three  inches  deep. 

So  far  as  these  gentlemen  went,  their  descriptions  accord  with  my  own  experience.  I  remark,  how- 
ever, that  I  know  nothing  of  a  whale's  ability  to  remain  under  water  "ad  infinitum" — I  doubt  it. 

The  whale  grounds,  where  whales  are  supposed  to  exhibit  this  singular  power,  are,  I  believe,  without 
exception,  long,  narrow  strips,  extending  over  but  few  degrees  of  latitude,  but  many  of  longitude ;  and  in 
every  case,  there  is  good  whale  ground  not  far  to  the  southward.  Such  shaped  grounds  would  be  occupied 
almost  at  once,  were  the  whales  from  the  south  impelled  to  migrate  in  a  body ;  and  we  have  seen  in  the 
case  of  the  whales  in  the  Japan  Sea,  that  large  bodies  of  whales  are  thus  impelled  ;  and  we  saw,  also,  that 
they  became  "  slow  in  their  movements,  and  headed  to  every  point  of  the  compass"  immediately  upon  their 
arrival  at  the  new  grounds — it  is  therefore  much  easier  to  account  for  their  appearance  on  the  whale  ground 
"about  the  same  day"  in  this  way  than  to  believe  they  go  down  to  unknown  depths,  and  stay  for  months^ 
fighting  their  battles,  &c.,  and  living  a  life  generally  so  at  variance  with  their  physiological  structure. 

It  was  not  until  lately  that  I  became  aware  there  were  actually  so  many  kinds  of  right  whales  existing; 
the  fact,  however,  appears  to  be  well  established. 

May  there  not  also  be  more  than  one  kind  of  sperm  wlialef*  We  discovered  a  remarkable  difference 
between  the  whales  we  caught  in  the  Sooloo  Sea,  and  those  taken  elsewhere ;  they  were  more  thickly 
covered  with  deep  wrinkles,  and  the  head  was  differently  proportioned ;  but  the  distinctive  difference  was 
in  the  size  and  in  the  motion.  These  were  so  marked  that,  at  last,  we  were  able  to  distinguish  them  when 
miles  distant — and  they  obtained  the  name  with  us,  of  "  Sooloo  Sea  Whales,"  in  contradistinction  to  the 
common  sperm.     During  the  voyage  we  took  fifty  of  them,  which  made  us  oxAj  four  hundred  hctrrels,  thus 


*  Yes.     "  Tlie  Japanese,"  says  Dr.  Gray,  in  his  work  on  the  whale,  "distinguish  three  kinds  of  sperm  whale."— M.  F.  M. 


LETTERS   FROM   WHALEMEX.  275 

averaging,  male  and  female,  only  eight  barrels  a  piece;  while  the  common  sperm  cows  average  at  least  fifteen 
barrels.  We  saw  the  same  kind  of  whale  in  the  Straits  of  Macassar,  the  Flores  Sea,  and  the  Molucca 
Passage,  and  I  was  told  by  the  English  whalers,  who  had  cruised  in  those  seas  many  years,  that  they  were 
to  be  met  with  in  spots  as  far  east  as  the  Eed  Sea.  Are  they  not  a  species  peculiar  to  the  East  Indian 
waters?  Such  is  the  opinion  of  all  those  who  have  cruised  long  in  that  region.  If  this  is  a  fact,  what 
assistance  will  they  render  in  tracing  out  the  currents  of  that  region  ? 

Of  those  we  took,  many  were  females,  whose  udders  were  filled  with  milk,  and  which  presented  every 
other  mark  of  maturity ;  there  were  also  males  with  them,  apparently  full  grown,  but  dwarfed  in  the  same 
proportion.  I  never  but  once  saw  a  large  male  among  that  species,  and  that  one  was  evidently  very  old 
and  sick,  being  large  enough  to  make  a  hundred  barrels,  but  actually  making  only  sixty.  When  attacked, 
he  immediately  joined  the  others. 

Not  having  seen  your  Whale  Charts,  I  am  not  aware  whether  or  not  j'ou  know  there  is  a  little  spot  in 
the  China  Sea  (Palawan  Passage),  about  forty  miles  west  of  Louisa  Shoals,  where  sperm  whales  are  some- 
times found  in  great  plenty ;  they  are  not  of  the  Sooloo  species,  but  the  common  kind.  Whales  are  also 
found  in  the  western  part  of  the  same  sea,  further  north. 

If  you  desire  a  skull  of  the  Sooloo  Sea  whale,  or  any  other  bone,  I  have  friends  cruising  there,  who 
would  procure  one  if  desired.* 

In  your  valuable  work,  I  notice  that  but  very  little  is  said  concerning  the  longevity  of  sperm  whales, 
and  nothing  at  all  about  that  of  other  kinds.  Captain  McKenzie  (who  is  a  good  judge)  thinks  sperm 
whales  live  from  forty  to  one  hundred  years — there  can  be  no  doubt  but  that  they  live  at  least  as  long  as 
that ;  they  have  the  appearance  of  being  a  long-lived  creature ;  they  are  compactly  built — their  muscles 
are  firm,  and  their  organization  generally  superior  to  most  of  the  warm-blooded  fishes.  We  have  reason 
to  believe,  also,  that  they  are  much  longer  in  arriving  at  maturity,  for  we  notice  many  more  stages  in  their 
growth ;  the  teeth,  size,  shape,  and  deportment  of  those  we  see,  leave  no  doubt  but  that  they  are  a  number 
of  years  in  attaining  their  full  growth — I  think  as  many  as  ten.  With  the  right  whales,  however,  it  is 
different  in  every  respect.  I  cannot  believe  them  so  long-lived,  and  we  have  means  of  knowing  that  they 
are  not  so  long  in  coming  to  maturity.  The  right  whale  is  much  more  loosely  made,  more  lymphatic, 
decidedly,  and  they  arrive  at  full  growth  in  a  surprisingly  short  time,  considering  their  immense  size.  The 
(southern)  right  whale  frequents  bays  and  shoal  water  for  the  purpose  of  bringing  forth  its  young ;  thus 
whalers,  who  seek  them  there,  first  see  only  full  grown  females,  heavy  with  young ;  but  as  the  season 
advances,  find  them  accompanied  with  very  young  "calves,"  which,  before  leaving  for  "offshore,"  have 
already  become  large  and  seaworthy.  These  are  met  again  "  off  shore,"  still  with  the  mother,  growing 
larger  and  larger  as  the  season  advances,  until  at  the  last  part  they  are  scarcely  to  be  distinguished  from 
the  males,  which,  at  that  time,  begin  to  couple  again  with  the  female.  We  sometimes  meet  with  the  bull, 
the  cow,  and  the  calf,  all  together. 


*  They  would  be  yery  acceptable. 


276  THE  WIND  AND  CURRENT  CHARTS. 

I  believe  that  the  right  whale  attains  to  full  growth  in  two  or  three  years  at  most,  and  that  their  lon- 
gevity is  not  more  than  half  that  of  the  sperm;  and  I  infer  that  they  do  not  produce  young  every  year, 
from  the  fact  that,  although  they  always  bring  forth  at  one  season,  we  meet  them  in  different  stages  of 
pregnancy  at  the  same  time. 

G.  B.  Chappel  to  W.  B.  Jones,  Esq. — New  London,  October  25,  1849. 

Having  been  requested  to  furnish  a  description  of  the  Greenland  whale  and  its  habits,  I  comply  with 
pleasure  in  furnishing  what  information  my  experience  in  the  country  will  afford. 

First,  then,  T  will  state  that  there  are  two  kinds  of  whales  in  the  Greenland  seas,  the  first  of  which  is 
found  in  latitude  from  59°  to  62°  north,  and  invariably  close  to  the  ice,  which  at  different  seasons  extends 
further  to  the  eastward,  sometimes  as  far  as  55°  of  longitude  west;  but  as  the  season  advances  from  March, 
the  ice  gets  broken  and  scattered  in  April  and  May.  The  whales  seek  their  food  and  protection  from  rough 
weather  among  the  ice,  and  always  the  heavier  ice  in  preference ;  towards  the  land  to  the  westward,  and 
where  there  is  no  ice,  they  are  seldom  found  and  never  at  rest.  The  currents  here  set  to  the  S.  E.  These 
whales  have  a  long  crooked  head,  perfectly  smooth,  with  a  very  high  crown  or  spout-hole;  measure  not 
more  than  50  to  52  feet  in  length,  having  a  small  ridge  or  hump  near  the  flukes,  but  not  like  the  sperm 
whales  or  humpback.  When  the  ice  is  gone,  these  whales  seek  the  land,  and  go  up  the  floe  which  runs  far 
inland  towards  the  west.  The  whales  further  north,  in  latitude  68°,  near  the  Island  of  Disco,  have  no  sucli 
hump,  but  their  habits  are  the  same.  From  Disco  Island,  the  currents  are  found  to  set  from  the  west- 
ward, which  clears  the  ice  from  the  land  on  the  east  side  of  Davis's  Straits,  and  leaves  water  for  the  whales 
in  this  vicinity. 

The  current  at  the  same  time  presses  the  ice  over  to  the  west  side,  barring  the  passage  of  the  whales  up 
Hudson  Straits  in  the  early  part  of  the  season ;  but  after  June  comes  in,  the  ice  becomes  more  open,  and  the 
whales  can  pass  through  to  the  west  land,  where,  in  general,  there  is  a  strong  land  ice,  in  which,  if  there  be 
no  cracks  or  holes,  they  remain  a  short  time  in  quiet.  In  the  early  part  of  July,  whales  are  found  to  be 
going  to  the  westward  very  quick,  up  Lancaster  Sound,  and  in  large  numbers,  where  it  is  supposed,  by  all 
men  that  I  have  conversed  with  on  the  subject,  that,  if  they  meet  no  firm  ice  across  the  sound,  they 
continue  their  passage  either  through  Barrow's  Straits  down  to  Hudson  Bay,  or  further  to  the  north  and 
westward  through  the  unexplored  regions.  Some  seasons  they  have  been  found,  after  going  up  Lancaster 
Sound  and  being  gone  for  awhile,  to  return  to  the  southward.  From  this  we  must  suppose  that  the  ice  was 
so  strong  that  the  whales  could  migrate  no  further  west,  and  the  frost  setting  in,  obliged  them  to  seek  a 
passage  further  south.  When  it  happens  that  they  come  south,  they  keep  the  land,  and  generally  at  the 
mouth  of  some  deep  inlet  seek  inland  again ;  and  finally,  when  in  September,  if  there  is  any  ice  in  the 
straits,  and  any  whales,  we  find  them  with  the  ice.  We  seldom  find  whales  to  the  northward  of  Lancaster 
Sound  in  Baffin's  Bay.  But  in  former  years  it  has  been  said  they  were  quite  numerous  in  latitude  76°  35'. 
Off"  Pond's  Inlet,  in  latitude  74°  K,  longitude  76°  30'  W.,  we  find  whales  coming  from  the  middle  of  the 
straits ;  and  if  the  land  ice  permits,  they  go  directly  up  the  inlet ;  if  not,  they  remain  awhile,  then  make  up 


LKTTKKS   FROM   WHALEMEN,  277 

the  sound.  la  March,  we  find  the  old  whales  with  their  young  in  latitude  50°  to  62°.  In  August,  we  find 
many  young  ones  in  latitude  74°,  yielding  from  50  to  60  barrels.  The  largest  one  that  I  have  seen  taken 
yielded  175  barrels,  and  2,200  pounds  bone.  About  whales  stopping  under  the  ice,  I  would  say  that  they 
can  at  certain  seasons  stop  beneath  the  water  according  to  their  own  pleasure,  or  as  nature,  according  to 
my  own  judgment,  has  created  them  to  lay  at  bottom  dormant  for  a  length  of  time.  I  am  strengthened  in 
this  belief  by  hearing  the  Governor  of  Disco  relate  the  fact  that  he  saw  a  whale  lying  at  the  bottom  near 
the  Harbor  of  Liefly,  on  Disco  Isle,  for  seven  weeks,  and  that  he  visited  the  spot  each  morning  on  the  ice 
beneath  which  the  fish  lay  for  this  length  of  time,  and  then  arose  to  the  surface  and  was  captured.  I  do 
not  remember  at  what  season  of  the  year  this  happened.  What  I  have  seen  of  the  whales,  their  average 
length  of  stopping  down  is  one  hour  and  fifty  minutes,  and  they  remain  above  about  twenty-five  minutes ; 
but  when  amongst  the  ice,  we  seldom  see  them  more  than  two  risings,  and  many  times  never  see  them  after 
going  down.  When  they  are  irritated  by  having  the  harpoon  stuck  into  them,  they  do  not  stop  down  so 
long  as  when  disentangled ;  and  still,  I  believe  I  have  seen  a  stuck  fish  stop  down  over  two  hours  and  come 
up  apparently  out  of  breath ;  and  have  seen  them  when  I  supposed  they  had  made  much  exertion  to  pass 
under  a  heavy  floe  of  ice,  and,  as  they  could  not  pass  it,  were  obliged  to  return  again  completely  out  of 
breath.  At  such  times,  they  are  captured  without  a  move  to  get  away.  I  have  seen  a  whale  in  a  hole  in 
the  ice  lay  without  going  under  for  four  hours ;  and,  if  not  troubled,  probably  would  have  lain  longer.  It  is 
my  belief  that  these  whales  do  emigrate  to  the  west,  and  that  there  is  a  passage  for  them  beneath  the  ice 
to  seas  beyond  these  sounds,  or  we  should  meet  them  oftener  going  the  other  way,  which  we  never  do. 
These  whales  do  not  require  a  large  hole  to  breathe  through;  have  often'been  found  dead  in  the  vicinity  of 
Lancaster  Sound,  with  no  mark  upon  them,  in  numbers.  From  what  I  have  heard,  I  believe  them  to  be 
the  same  as  the  polar  or  Eussian  whale,  but  never  saw  one. 

Captain  Roys  to  Lieutenant  Maury — Hong  Kong,  January  19,  1851. 

I  received  your  favor  with  pleasure,  and  am  very  willing  to  communicate  any  knowledge  I  possess 
respecting  the  whaling  business.  The  whales  of  Behring's  Straits  and  Baffin's  Bay  are  the  same ;  yet  they 
differ  very  much  from  the  Kamtschatka  or  northeast  whale,  or  the  right  whale  of  the  South  Seas.  I  have 
known  a  whale  to  sound  deep  enough  to  take  one  thousand  and  fifty  fathoms  of  line  from  the  boat ;  yet  I 
never  knew  a  whale  to  remain  longer  under  water  than  35  minutes,  of  the  right  whale  species;  and  one 
hour  and  30  minutes  for  the  sperm  whale  kind.  I  have  never  known  them  to  sound  under  ice,  that  is, 
more  than  30  feet  above  the  water's  surface,  which  was  in  the  South  Seas.  I  have  never  seen  any  ice  to 
the  northward  of  Behring's  Straits  more  than  30  feet  high.  The  right  whale  feeds  upon  a  small  animal 
substance,  which  seems  to  vegetate  and  come  to  maturity  every  year,  and  perish  like  the  vegetation  upon 
the  land.  And  it  is  in  only  one  state  that  the  whale  will  eat  it ;  consequently,  in  the  northern  hemisphere, 
in  the  month  of  January,  the  food  is  to  be  found  from  30°  to  35°  north ;  and  in  February  it  is  ripe  for  the 
whale;  a  little  further  in  March;  still  further,  and  so  on,  until  August,  when  it  is  as  far  north  as  the 
Kamtschatka  whales  go,  which  is  60° ;  while  the  feed  from  35°  to  40°  becomes  dead  and  unfit  to  nourish 


278  THE  WIND  AND  CURRENT  CHARTS. 

the  wtale;  consequently,  the  whale  cannot  live  at  tliat  season  in  those  latitudes;  while  the  humpback  and 
fin-back  take  possession,  and  seem  to  enjoy  and  revel  in  the  food,  after  it  has  passed  its  stage  for  the  right 
whale.  The  polar  whale's  feed  differs  a  little  from  the  others;  and  in  January,  may  be  found  in  50°  north, 
and  in  August,  from  70°  to  the  pole.  I  am  firm  in  the  opinion  that  the  south  is  the  same ;  but  as  no  one 
has  ever  yet  seen  a  right  whale,  the  opposite  of  the  arctic  whales,  in  the  antarctic,  the  matter  still  remains 
in  doubt ;  and  it  is  a  lamentable  truth,  that  the  ships  of  war  who  have  visited  those  seas  are  not  able  to  tell 
us  for  certainty  the  kind  of  whales  they  saw  there.  It  is  not  the  easiest  thing  in  the  world  to  distinguish 
the  different  kinds  of  whales,  even  to  those  who  have  been  in  the  whaling  business,  and  a  ship  must  be 
brought  close  by  a  whale  to  tell  for  certain  his  kind. 

The  sperm  whale  is  found  in  all  climates,  and  in  every  sea;  he  feeds  upon  an  inanimate  animal 
substance  called  a  squid,  which  grows  upon  the  bottom  of  the  sea,  and  is  never  seen  upon  the  surface, 
except  when  torn  up  by  the  whale.  I  have  seen  it  in  large  pieces  floating  upon  the  surface.  I  have  seen 
a  dying  whale  vomit  it  up.  I  have  opened  the  stomach  of  a  whale  and  seen  it  there  in  pieces ;  which 
convinces  me  that  the  animal  is  very  large,  also,  as  well  as  small ;  and  that  the  sperm  whale  almost  always, 
when  in  want  of  food,  goes  to  the  ocean's  bed. 

I  do  not  know  as  I  shall  be  able  to  procure  for  you  a  whale's  horn,  as  they  are  difScult  to  take ;  but,  if 
no  ill  betide  me,  I  will  bring  you  the  under  and  upper  jaw  of  a  Russian  whale,  which  will  be  about  24  feet 
long  by  16  diameter,  which  will  serve  to  show  the  magnitude  of  this  animal,  and,  perhaps,  we  may  obtain 
the  horn  and  something  more. 

I  obtained  the  last  season  3,200  barrels  of  oil,  and  40,000  [pounds  of]  whalebone,  which  I  shipped  from 
•here  to  England,  and  try  my  fortune  another  season.  I  commenced  whaling  in  1833,  at  17  years  of  age,  and 
it  has  been  the  whole  study  of  my  life  ever  since  that  time ;  and  I  am  writing  a  book,  with  all  the  knowledge 
I  possess,  giving  a  particular  description  of  all  kinds  of  whales,  with  all  my  opinions,  &c.,  which  I  will 
forward  unto  you  upon  my  return  to  the  States.  I  shall  sail  from  here  the  10th  of  February,  and  expect  to 
be  in  60°  north  on  the  20th  of  March.  It  would  require  too  much  paper  to  send,  by  mail,  full  answers  to 
your  inquiries,  and  I  can  only  say  that  I  heartily  rejoice  that  we  have  one  man  in  our  Government  who 
will  condescend  to  take  notice  of  a  business,  the  annual  income  of  which  is  millions,  and  at  the  present 
time  has  broken  down  all  competition  of  other  nations,  and  is  supplying  the  markets  of  the  world  with  oil. 
I  shall  also  be  able  to  give  you  some  of  my  opinions  of  ocean  currents,  &c.  I  have  a  set  of  your  Wind  and 
Current  Charts,  which,  I  am  happy  to  say,  I  consider  very  useful,  and  have  found  them  so.  When  I  arrive 
at  home,  you  will  hear  from  me  soon. 

Captain  Rose  to  Lieutenant  Maury. 

Bark  Dove,  at  Sea,  June  1,  1854. 
Dear  Sir:  Since  sailing  upon  the  prfesent  voyage  of  the  Bark  Dove,  I  have  had  sent  to  me,  by  owners, 
your  Whaling  Chart  and  Notice  to  Whalemen,  published  in  1851,  and  in  conformity  to  your  and  their  wishes, 
have  kept  an  abstract  of  every  day  that  I  have  been  at  sea.     I  have  had  no  barometer  or  thermometer,  and 


LETTERS   FROM   WHALEMEN.  279 

have  been  unable  to  keep  any  record  from  them.  If  the  abstract  is  worth  perusing,  it  must  be  on  account 
of  the  wind  and  currents,  if  anything.  I  did  not  get  the  notice  until  September,  1853,  and  have  had  no 
opportunity  of  making  a  drawing,  or  taking  the  dimensions  of  a  sperm  whale  by  actual  measurement, 
having  taken  two  large  and  no  small  ones  since.  I  have  made  a  rough  draft  of  blackfish,  which  I  will  send 
you,  and  hope  yet  to  have  an  opportunity  of  making  one  of  a  small  sperm  whale.  The  ones  in  the  Sailing 
Directions  I  should  hardly  recognize  as  sperm  whale,  or  blackfish,  if  they  were  not  named.  The  sperm 
whale's  head,  on  page  200,  is  good ;  also  the  whale,  as  he  lays  straight  on  the  water,  above ;  while  the  black- 
fish and  grampus  are  represented  without  humps  on  their  backs,  which  they  both  have;  and  the  humpback 
without  fias,  although  I  know  of  no  whale  that  has  half  so  large  fins,  or  is  so  rough  about  the  head. 

Fifteen  years  ago,  I  might  have  agreed  with  Captain  Eoys,  that  sperm  li^AaZes'/eec?  lived  or  grew  on 
the  bottom  of  the  sea.  And  it  may  live  there  ;  but  as  to  its  never  being  seen  unless  torn  up  by  whales,  I 
know,  and  can  support  the  assertion,  that  in  some  seasons  and  places  it  is  seen  on  the  surface  of  the  water 
both  alive  and  kicking.  I  have  seen  them  often  on  the  S.  E.  coast  of  Arabia,  mostly  in  the  morning,  dodging 
across  the  bow  and  in  the  wake  of  the  ship ;  have  caught  them  several  times,  and  need  not  describe  them 
to  you  who  are  more  of  a  naturalist  than  I  shall  ever  be.  When  they  spread  out  their  side  fins,  or  flippers, 
they  resemble  a  skate,  or  diamond  fish,  except  in  color,  which  is  grayish-white.  They  appear  to  have  their 
stomachs  charged  Avith  a  black  fluid,  which,  when,  as  they  often  are,  attacked  by  the  albecore,  they  spirt 
from  their  mouths,  coloring  the  water  about  them  for  several  feet.  The  albecore  appear  very  cautious  in 
approaching  the  squid ;  but  half  a  dozen  of  them  will  sometimes  tear  the  squid  to  pieces  in  less  than  a 
minute.  The  head  and  middle  part  of  them  they  eat,  leaving  the  side  floating  on  the  water,  which  the  sharks 
do  generally  make  quick  work  with.  I  have  seen  more  albecore  and  bonita  on  this  coast,  in  one  day,  than 
I  ever  saw  on  any  other  ground  for  months ;  and  large  albecore  are  considered  as  a  good  sign  for  sperm 
whale  ground  by  many,  or  all  whalemen. 

As  for  the  size  of  the  squid,  all  I  can  say  is,  that  I  have  taken  from  one,  about  three  feet  long,  the 
squid's  backbone,  or,  as  some  call  it,  the  cuttlefish  bone,  about  6|  inches  in  length,  and  have  found  them 
as  large  in  the  stomach  of  blackfish  and  the  cubs  of  sperm  whales  which  would  make  six  barrels  of  oil.  I 
have  seen  the  same  by  hundreds  on  this  coast,  floating  on  the  top  of  the  water,  also  on  the  shore  of  Juan 
d'Nova,  and  on  Gloriosio  Islands,  and  never  saw  one  of  the  bones  more  than  a  foot  long,  from  which.I 
draw  the  conclusion  that  the  feed  of  the  sperm  whale  is  not  a  very  large  fish  or  animal,  or  whatever  you 
may  call  it. 

I  will,  dear  sir,  trouble  you  with  a  few  remarks  upon  what  I  have  observed  of  the  habits  of  the 
sperm  whale,  which  I  have  been  led  to  do  more,  since  a  feeling  seems  to  have  reached  even  to  the  city 
of  Washington,  that  the  American  interest  in  whaling  is  worth  looking  after  more  than  it  was  formerly 
— having  commenced  the  business  twenty-six  years  ago  this  month,  and  never  been  three  months  in  the 
States  but  once  at  a  time  since  1828.  I  always  went  to  the  South  Atlantic  until  1841,  making  one  voyage 
per  year;  since  that,  have  been  three  voyages  to  Pacific  and  N.  W.  coast,  never  into  the  Arctic  Ocean,  and 
am  bound  home  from  my  second  one  to  the  north  part  of  the  Indian  Ocean.    In  1850,  cruised  on  the  S.  E. 


280  THE  WIND  AND  CURRENT  CHARTS. 

coast  of  Arabia,  from  the  latitude  of  7°  south  to  3°  north,  from  July  until  December;  in  1851,  from  1st  of 
April  until  1st  of  July ;  -yvhen  full,  went  home  and  out  again,  as  you  may  see  per  abstract ;  during  the  first 
voyage,  saw  but  one  large  whale  on  or  near  the  coast  of  Arabia,  which  we  took,  making  115  barrels;  the 
present  voyage,  saw  but  two,  of  which  we  took  one,  making  105  barrels ;  so  you  will  see  that  most  whales 
that  are  found  here  are  females,  and  their  cubs ;  the  old  males  that  we  saw  and  took  were  very  still — I 
think  more  so  than  I  ever  saw  them  before,  going  no  particular  course,  but  slowly  round  and  round  when 
on  the  surface  of  the  water,  and  staying  down  one  hour  and  thirteen  to  fifteen  minutes.  Large  whales 
generally,  are  moving  two  or  three  knots  on  some  course ;  when  we  took  one  of  them  it  was  calm,  as  you 
will  see  from  abstract,  and  having  two  whales  alongside,  and  the  blubber  of  three  more  on  board  ;  heard 
whales  blowing  before  daylight;  soon  after  sunrise,  saw  two  of  them  so  near  the  ship  we  did  not  lower 
until  they  went  down;  the  next  time  they  came  up,  struck  and  killed  one  of  them,  and  I  suppose  that  we 
might  have  got  the  other  just  the  same,  but  we  had  more  then  than  we  could  take  care  of;  that  was  on  the 
27th  of  November,  1852,  and  we  never  took  another  sperm  whale  until  July,  1853.  Such  is  whalemen's 
life  and  whalemen's  luck. 

The  females  of  school  whales  on  the  coast  of  Arabia,  as  I  have  seen  them  on  what  I  call  the  inshore 
blue  water,  were  either  very  still,  or  going  slowly  to  N.  E. ;  and  to  show  that  whales  are  sometimes  on  top 
of  water  without  spouting,  or  throwing  up  a  jet  of  air  that  can  be  seen  for  any  distance,  I  will  state  that 
in  August,  1852,  in  company  with  the  barque  Ilope,  of  New  Bedford,  we  were  both  standing  on  the  larboard 
tack  to  the  westward,  in  the  forenoon,  with  about  a  three  knot  breeze,  with  an  officer  and  three  men  aloft 
from  each  barque,  and  a  first  rate  chance  to  see  for  a  long  distance,  the  Hope  on  my  weather  beam,  about  two 
miles  distance,  when  we  saw,  from  the  Dove,  a  sperm  whale's  hump,  two  points  on  our  weather  bow,  but 
could  see  no  spout  at  all ;  thinking  it  to  be  a  dead  whale,  lowered  the  boats,  when  the  Hope  kept  for  the 
direction  that  our  boats  were  pulling,  with  every  man  on  the  lookout ;  and  Capt.  Bobbins  told  me  that  he 
saw  nothing  from  the  Hope  until  one  of  my  boats  was  in  the  act  of  striking  a  whale,  although  within  a 
quarter  of  a  mile,  or  less,  of  the  whale ;  and  I  can  safely  say  that  in  a  minute  there  were  more  than  fifty 
whales  on  the  surface  of  the  water,  and  that  in  five  minutes  there  were  six  boats  to  as  many  different  whales 
fast ;  so  I  think  that  may  show  that  whales  do  not  always  show  their  spouts  when  on  the  surface  of  the 
water.  I  will  state  what  I  have  seen  to  make  me  believe  that  whales  do  not  always  go  to  a  great  depth  for 
food. 

In  August,  1851,  being  between  1°  and  2°  south,  the  land  in  sight  to  N.  W.,  twenty-five  to  thirty 
miles  distance ;  soon  after  sunrise,  it  being  perfectly  calm,  saw  a  large  spot,  say  from  eighty  to  one 
hundred  yards  across  it,  about  half  a  mile  from  the  ship,  where  the  water  appeared  of  a  very  dark,  muddy 
color,  like  albecore  and  squid  engaged  in  fighting ;  after  a  while,  saw  what  we  called  a  sperm  whale's  jaw, 
and  soon  after,  one's  head,  in  the  black  water;  lowered  the  boats  and  went  there ;  saw  nothing  but  now  and 
then,  the  wake  or  whirl  of  water  like  the  wake  of  whales ;  at  last,  saw  one  come  up  and  roll  her  jaw  out 
with  a  squid  in  her  mouth ;  struck  her,  and  in  an  instant  there  were  four  on  top  of  water ;  killed  them  all, 
and  saved  three  of  them ;  but  we  never  saw  a  spout  from  those  whales  until  the  harpoon  struck  the  first  one ; 


LETTERS  FROM  WHALEMEN.  281 


one  of  these  whales  had  her  jaw  broken  short  ofif  as  far  up  as  it  could  be  of  any  use  in  biting  her  food,  and 
yet  was  as  fat  as  the  others  ;  they  were  all  females,  and  appeared  to  have  nursing  cubs,  although  we  saw 
but  one  cub  with  them,  and  him  we  killed,  and  he  sunk. 

Once,  when  I  was  first  officer  of  a  ship,  we  took  a  large  whale,  whose  jaw  was  broken  near  the 
socket  or  joint,  and  his  throat  was  very  much  swollen,  so  that  I  think  he  could  not  swallow ;  his  head 
yielded  as  much  oil  as  common,  while  his  body  blubber  did  not  make  half  the  usual  quantity  that  it  does 
generally. 

If  the  sperm  whales  ever  fight  so  as  to  break  their  jaws,  I  think  it  must  be  when  they  are  under  water; 
at  any  rate,  I  have  never  seen  anything  like  a  fight  between  them  in  all  my  fishing ;  yet  there  are  few  that 
have  followed  them  up  for  many  years  but  have  seen  them  with  jaws  broken,  and  many  scars  about  the  head, 
but  seldom  on  any  other  part  of  their  bodies. 

Where  the  sperm  whales  do  cohabit  together  I  do  not  know,  as  the  large  males  are  hardly  ever  seen 
with  the  females ;  sometimes  a  large  one  will  be  seen  following  a  school,  but  I  never  saw  but  one  amongst 
them  this  voyage ;  off  the  Amirante  Islands  I  saw  two  males  following  a  large  school  of  females,  but 
about  two  miles  behind  them ;  struck  and  killed  them  both ;  and  their  heads  were  lacerated  apparently 
by  each  other's  teeth,  the  wounds  fresh  as  though  just  made;  they  yielded  but  sixty  barrels,  both  of  them 
together,  although  I  have  seen  smaller  whales  make  fifty  barrels  each. 

N.  B.  Dear  Sir:  I  made  these  rough  notes  that  you  may  form  your  own  opinion  of  the  habits  of  the 
sperm  whale,  hoping  that,  after  perusal,  you  may  commit  them  to  the  flames  ;  I  profess  to  be  no  gramma- 
rian, and  never  expect  to  write  a  book  to  enlighten  the  public ;  but  what  T  have  written  I  have  seen,  and 
believe  to  be  as  correct  as  any  others  that  I  have  heard  heretofore.  I  know  for  certain  that  some  have  a 
different  opinion,  but  I  believe  that  the  opinion  expressed  by  Capt.  McKenzie  and  Gapt.  Howland,  that 
sperm  or  right  whales  can  stop  under  water  for  days  or  weeks,  to  be  correct ;  although  some  of  the  masters 
of  ships  in  the  whaling  fleet  may  doubt  it,  and  yet  give  no  reason  against  it.  Old  Mr.  Glass,  the  late 
Governor  of  Tristan  d'Acunha,  told  me  that  he  has  seen  a  right  whale  lay  apparently  in  a  torpid  state  for 
seven  weeks,  in  a  cove  at  that  island;  and  of  any  one  who  ever  knew  him,  I  have  yet  found  no  one  who 
would  doubt  his  word. 

I  think  that  a  great  deal  more  might  have  been  found  out  about  the  habits  of  all  kinds  of  whales,  if 
there  had  been  more  attention  paid  to  it.  I  have  heard  the  master  of  more  than  one  ship,  this  voyage,  say 
that  he  would  not  believe  that  a  ship  could  stay  on  the  coast  of  Arabia,  and  get  what  they  called  a  saving 
voyage ;  and  have  known  more  than  one  to  try  it,  and  getting  once  to  leeward,  get  discouraged  and  give  it 
up ;  yet  I  know  and  have  told  them  they  could  work  up  again,  and  been  laughed  at  for  it;  but  let  them  laugh 
that  win ;  I  have  got  a  full  ship  there  once,  and,  with  the  same' weather,  believe  it  can  be  done  again. 

I  remain,  respectfully, 

Your  obedient  servant, 

CHRIST.  L.  ROSE. 
36 


282  -  THE  WIND  AND  CURRENT  CHARTS. 


Mr.  Harens  to  Lieutenant  Maury. 

Sag  Harbor,  July  14,  1854. 

The  brig  Parana,  Capt.  Smith,  sailed  from  this  port  on  the  16th  of  June,  1853,  for  the  South  Shetland 
Islands,  on  a  voyage  for  oil  and  skins,  fitted  for  whaling,  with  a  full  complement  of  men,  and  outfit  for  two 
years.  Mr.  E.  Smith,  one  of  the  owners,  went  in  her  as  passenger  and  "  man  on  occasion."  He  has  kindly 
furnished  me  with  the  following  statement,  from  his  private  journal,  of  the  voyage — and,  as  I  think  you 
may  find  something  of  interest  to  you,  I  gladly  embrace  the  opportunity  aiforded  me  of  sending  forward 
this  small  contribution  in  aid  of  the  great  work  you  are  engaged  in. 

On  the  17th  of  September  following,  arrived  at  New  Bay,  on  the  coast  of  Patagonia,  where  she  found 
the  ship  Hudson,  of  Mystic,  Capt.  Oliffj  engaged  in  bay  whaling.  The  Parana  remained  at  New  Bay  until 
the  24th  of  September,  just  one  week ;  took  two  right  whales,  and  saw  quite  a  number ;  after  leaving  the 
bay,  saw  quite  a  number  along  the  coast,  proceeding  southerly.  On  the  7th  of  October  following,  came  to 
anchor  in  Port  St.  Carlos,  at  the  head  of  Falkland  Island  Sound  (F.I.) ;  here  she  took  on  board  1,500  wild 
geese,  shot  by  the  brig's  company  ;  and,  on  the  13th  of  October,  sailed  for  the  South  Shetlands,  which  she 
made  on  the  23d  of  October,  having  had  a  pleasant  run  out,  with  moderate,  frosty  winds ;  on  the  day  she 
made  the  land,  she  brought  up  in  the  ice;  remained  shut  in  the  ice,  unable  to  reach  the  land,  though 
frequently  in  sight,  for  five  weeks;  found  the  northern  edge  of  the  ice  in  lat.  31°  38',  long.  58°  22';  saw 
great  numbers  of  sulphur  bottom  whales  about  the  ice ;  made  no  effort  to  take  them  at  that  time,  expecting 
to  fill  up  with  elephant  oil. 

On  the  7th  of  November,  discovered  an  island  (not  on  the  charts),  about  Ji/ty feet  high  and  two  hundred  feet 
long,  in  lat.  62°,  long.  58°  34'.  Capt.  Smith  has  had  much  experience  among  the  ice,  and  is  confident  he 
cannot  be  mistaken  in  marking  this  down  a  rock.  (It  may  be  so,  but  from  its  position  I  think  it  must  be  a 
new  rock,  or  an  island  of  ice.)  On  the  16th  of  November,  experienced  a  severe  S.  W.  gale  of  wind,  of  twenty 
hours'  duration,  in  which  the  brig  suffered  in  the  loss  of  a  new  boat,  and  other  damages ;  this  gale  broke 
up  the  ice,  and,  on  the  3d  of  December,  reached  the  shores  of  Elephant  Island,  where  they  found  plenty  of 
sea  elephant,  and  for  nine  days  were  fully  employed,  and  took  500  barrels  of  oil ;  after  which  time,  took  a 
few  sea-leopards,  but  no  more  elephant.  They  remained  about  the  islands  until  the  26th  of  February  last, 
and  wanting  but  about  250  barrels  to  fill,  left  for  the  Falkland  Islands  ;  came  to  anchor  March  12,  at  Arch 
Island,  off  the  south  side  of  "West  Falkland;  here  they  say  large  numbers  of  hair. seal,  but  as  they  were 
not  fat,  thought  they  were  not  worth  taking — in  this  they  were  mistaken ;  finding  no  whales,  left  for  home 
on  the  8th  of  April ;  took  a  sperm  whale  on  the  passage  home,  where  they  arrived  on  the  15th  of  June, 
1854,  one  day  short  of  the  year. 

Saw  and  struck  a  large  sperm  whale  to  the  southward  of  60°  lat.  in  October,  but  did  not  save  him. 

During  all  the  fine  and  pleasant  weather  at  the  South  Shetlands,  the  barometer  stood  at  the  gauge 
mark  rain. 

The  sea-leopards  were  all  taken  from  off  the  ice.  Saw  quite  a  number  of  fur  seal  about  Elephant 
Lsland. 


r 


LETTERS  FROM  WHALEMEN".  283 


» 


In  this  stag&  of  my  investigations  into  the  habits  of  the  whale,  I  have  thought  it  best  to  give  the 
foregoing  letters  without  any  comments  of  my  own.  They  possess  much  interest,  and  have  a  peculiar 
value.  I  quote  them,  not  for  the  purpose  of  exciting  discussion  among  naturalists,  but  for  the  purpose  of 
eliciting  further  information  from  the  whalemen  themselves ;  hoping  that  these  last  will  be  induced  to  go 
more  into  detail,  and  give  us  all  the  information  which  they  possess ;  and,  among  such  a  number  of  close 
observers,  there  is  no  doubt  much  to  be  elicited  that  is  truly  valuable.  I  need  not  add  that  naturalists 
would  be  thankful  to  any  whaleman  who  will  furnish  them  with  a  specimen  of  the  so  called  hair  with 
which  we  are  informed  by  Captains  Post  and  McKenzie  that  whales  are  covered. 

Let  us  now  return  to  the  Whale  Chart — letter  F  of  the  series. 

By  examining  this  Chart  it  will,  in  its  present  state,  serve  to  satisfy  one  at  a  glance  that  the  favorite 
haunts  of  the  sperm  whale  are  about  the  equatorial ;  of  the  right,  about  the  polar  regions.  That  near  the 
tropics  is  a  sort  of  debatable  ground,  where  the  pasturage  of  the  one  overlaps  the  pasturage  of  the  other. 
And  that,  on  either  hand,  a  straggler  from  the  one  herd  is  occasionally  found  far  over  within  the  borders 
of  the  other. 

I  have  to  request  that  whalemen,  when  they  come  across  these  stragglers,  will  observe  them  closely. 
Do  they  appear  to  be  lost  ?  What  is  their  bodily  condition,  fat  or  lean  ?  and  what  the  contents  of  their 
stomach  ?     Are  the  stragglers  generally  male  or  female,  and  what  is  there  that  is  peculiar  about  them  ? 

The  Whale  Chart  (series  F),  which  comprises  a  chart  of  the  world,  Mercator's  projection  of  10  degrees 
to  an  inch  at  the  equator,  and  which  extends  from  lat.  79°  50'  N.  to  68°  south,  shows  three  places  where 
the  sperm  whale  is  in  the  habit  of  leaving  the  tropical  regions  and  of  resorting  to  higher  latitudes.  These 
places  are  in  the  South  Atlantic,  where  they  have  been  found  in  large  schools,  between  the  parallels  of  30° 
and  35° ;  in  the  South  Pacific,  between  the  parallels  of  35°  and  60°  ;  and  in  the  middle  of  the  North  Pacific 
as  high  up  as  40°. 

I  account  for  their  presence  up  in  the  North  Pacific  by  the  Gulf  Stream,  which  has  its  genesis  in  the 
Indian  Ocean,  and  its  exodus  in  the  China  Seas.  It  carries,  high  up  into  the  North  Pacific  Ocean,  the  warm 
waters  and  sea  climate  of  the  tropics.     And  the  sperm  whale  resorts  there  to  enjoy  it. 

The  sperm  whale  being  found  in  the  South  Atlantic,  has  suggested  the  inquiry  as  to  the  temperature 
of  the  waters  there.  Can  there  be  a  warm  current  in  that  part  of  the  ocean  ?  If  so,  whence  does  it  come  ? 
from  the  inter-tropical  regions  of  the  Atlantic,  or  from  the  Indian  Ocean  ?  or,  is  it  a  branch  of  the  Lagullas 
Current  ? 

If  it  be  the  temperature  of  the  water  which  invites  the  sperm  whale  into  these  extra-tropical  regions 
of  the  South  Atlantic,  we  may  perhaps  obtain  from  these  dumb  creatures  an  answer  to  the  question :  By 
what  channel  do  the  waters  which  the  ice-bearing  current  around  Cape  Horn,  and  the  cold  current  from 
Baffin's  Bay,  and  the  waters  which  the  Mississippi  Eiver,  the  St.  Lawrence,  and  all  the  great  rivers  of 
Europe,  Africa,  and  America,  bring  into  the  Atlantic  Ocean — by  what  channel  do  these  waters  escape  and 
preserve  the  level  of  the  sea  ? 

These  currents  bring  into  the  Atlantic  water  more  than  enough  to  supply  the  waste  of  evaporation. 


284  THE  WIND  AND  CURRENT  CHARTS. 

The  brine  of  the  sea  is  not  accumulating  or  concentrating  in  this  ocean,  and  we  therefore  know  that  there 
must  be  somewhere  in  this  ocean,  either  at  the  surface  above  or  in  the  depths  below,  a  current  of  large 
volume  running  from  it.  I  have  searched  for  it  long  and  patiently.  I  have  looked  for  it — feeling  as 
certain  of  its  existence  as  we  do  of  a  thing  that  has  been  seen  and  known  to  exist,  and  is  lost — but  in  vain. 

The  components  of  sea  water,  like  the  components  of  the  atmosphere,  are  everywhere  the  same.  It  is 
true  that  we  find  a  little  more  salt  in  this  place,  and  a  little  less  in  that ;  but  this  is  attributable,  not  to  the 
want  of  a  general  system  of  aqueous  circulation  in  the  terrestrial  economy,  but  rather  to  local  causes,  such 
as  an  excess  of  precipitation  or  an  excess  of  evaporation,  or  the  discharges  of  fresh  water  from  rivers  in 
the  neighborhood.  If  the  waters  of  the  sea  did  not  pass  from  one  climate  to  another,  and  from  one  ocean 
to  another,  it  would  not  be  difficult  to  conceive  why,  in  the  process  of  time,  there  should  not  be  as  great  a 
difference  in  the  waters  in  different  parts  of  the  great  oceanic  reservoir  of  the  earth  as  there  is  in  the 
waters  of  the  Dead  Sea  and  the  Mediterranean,  or  in  the  waters  of  any  two  seas  between  which  there  is  no 
communication. 

The  chemist  analyzes  the  waters  of  the  Mediterranean  and  of  the  Eed  Sea,  and  detects  the  same  com- 
ponents. Now,  unles.s  the  waters  of  these  two  seas  could  intermingle — and  I  have  traced  a  current  from 
the  one  to  the  neighborhood  of  the  other — unless,  I  repeat,  there  were  an  intermingling  between  the  waters 
of  these  two  seas,  what  could  preserve  the  same  salts  in  the  same  quantities  in  each  ? 

The  Eed  Sea,  because  it  is  riverless  and  rainless,  receives  no  salts  from  the  land  on  its  shores. 
Whereas,  the  rivers  which  empty  into  the  Mediterranean  have  for  ages  been  filtering  "the  salt  of  the  earth," 
taking  it  up  in  solution  from  the  soil,  and  bringing  it  down  with  their  drainage  into  this  sea. 

Now,  unless  nature  had  provided  some  means  of  process  by  which  the  waters  of  these  two  seas  should 
regularly  intermingle  with  the  waters  of  the  ocean,  and,  through  the  ocean,  with  each  other,  what  would 
hinder  the  two  seas  from  salting  up  their  brine  with  different  strength  ? 

No  doubt  the  harmonies  of  the  sea  are  as  beautiful  and  as  sublime  as  the  "  music  of  the  spheres."  And 
to  what  agency,  therefore,  if  not  to  the  agency  of  currents  and  the  mobility  of  water,  must  we  ascribe  the 
permanent  condition  of  sea  water  ?  For  perhaps  of  all  parts  of  creation  that  are  both  tangible  and  visible 
to  us,  the  waters  of  the  sea  are  most  permanent  and  stable  in  their  characteristics,  proportions,  and  con- 
stituents. 

If  nature  had  not  provided  a  general  system  of  circulation  for  the  waters  of  the  sea,  what  would 
prevent  the  waters  of  the  Mediterranean,  for  instance,  from  absorbing  salts  and  other  constituents  through 
its  rivers,  and  of  accumulating  them  in  quantities  and  proportions,  which  would  possibly  make  a  charac- 
teristic difference  between  sea  water  from  the  Mediterranean  and  sea  water  from  the  Eed  Sea? 

That  the  waters  of  remote  seas  do  not  permanently  attain  different  degrees  of  saltness — that  sea 
water,  like  the  air  of  heaven,  come  whence  it  may,  is  always  the  same — may  of  itself  be  taken  as  a  proof, 
if  no  other  evidence  could  be  had,  that  there  is  a  regular  and  constant  passage,  secret  and  invisible  though 
it  be,  of  the  waters  from  one  oceanic  basin  to  another.  At  least,  in  the  present  state  of  our  information 
upon  this  subject,  we  infer  that  such  is  the  case ;  and  that  it  is  owing  to  the  agency  of  currents  in  the 


LEITEBS  FBOM  WUALUM£X.  285 

depths  below  and  on  the  surface  above,  that  the  waters  of  one  sea  are  not  all  brine,  of  another  all  fresh, 
and  of  another  all  ice. 

Twice,  perhaps  thrice,  as  much  fresh  water  is  discharged  by  the  rivers  of  Europe,  Africa,  and  America, 
into  the  Atlantic,  as  is  discharged  by  all  other  rivers  into  the  Pacific.  Twice,  perhaps  thrice,  as  much 
fresh  water  is  taken  up  from  the  Pacific  as  from  the  Atlantic  by  evaporation.  Now,  if  the  waters  of  these 
two  oceans  were  never  to  intermingle — if  the  waters  of  the  Pacific  never  found  their  way  into  the  Atlantic, 
and  if  the  Atlantic  were  never  to  send  its  waters  to  mingle  with  those  of  the  Pacific  Ocean  in  its  own 
basin — what  would  prevent  the  great  water-sheds  that  are  drained  into  the  Atlantic  from  filling  its  basin 
up,  in  the  process  of  time,  with  fresh  water  ?  What,  too,  would  prevent  the  Pacific,  which  gives  more  fresh 
water  to  the  clouds  than  they  restore  to  it  again,  from  becoming,  first,  a  sea  of  brine,  then  finally  a  bed  of 
salt  ? 

Studying  the  habits  of  nature,  so  to  speak,  with  regard  to  the  air  and  the  sea,  I  have  learned  to  con- 
jecture that  every  drop  of  water  now  in  the  Pacific,  has  been  at  some  former  period  in  the  Atlantic ;  and 
this  conjecture,  reason  teaches  me,  is  as  plausible  as  is  the  supposition  that  every  breath  of  air  now  in  the 
northern  hemisphere,  has  at  some  time  or  other,  in  following  its  appointed  paths,  coursed  its  round  in  the 
general  system  of  circulation  through  the  channels  of  the  southern  hemisphere. 

Assuming  these  principles  to  be  in  conformity  with  the  designs  of  nature,  I  have  been  induced  to 
search  for  a  current  from  the  Atlantic  Ocean  to  the  Pacific. 

Taking  its  existence  for  granted,  therefore,  as  I  am  disposed  to  do,  it  can  be  readily  shown  that  this 
current  does  not  have  its  exodus  through  the  Arctic  Ocean ;  for  in  that  case,  the  precipitation  in  that  ocean 
being  greater  than  the  evaporation,  the  waters  of  the  great  rivers  of  Northern  Asia,  Europe,  and  America, 
being  added  to  its  own  waters,  would  create  a  stream  of  immense  volume  and  frightful  rapidity  through 
Behring's  Straits  into  the  Pacific.     Whereas,  so  far  from  this  being  the  case,  the  reverse  occurs. 

The  current  through  Behring's  Straits  runs  generally  from,  not  into  the  Pacific.  I  have,  therefore, 
looked  to  the  South  Atlantic — to  the  space  between  the  two  stormy  capes — as  the  only  place  in  which  this 
ex-Atlantic  current  could  make  its  exodus.  And  if,  after  all  this  special  and  minute  investigation ;  if,  after 
the  most  accurate,  and  careful,  and  patient  examination  that  has  been  made  of  log-books  here  for  some 
evidence  of  this  current;  if,  after  the  attention  of  navigators  has  been  called  to  it,  and  they  have  exhausted 
all  the  means  which  human  ingenuity  has  devised  for  detecting  and  measuring  currents  at  sea,  and  have 
failed  to  discover  one  here ;  if,  after  all  this  labor  and  research,  it  should  so  turn  out,  when  we  go  there 
with  the  water  thermometer,  that  the  sea  climate  is  not  an  extra-tropical  one,  as  its  latitude  indicates ;  that 
it  is  the  inter- tropical  temperature  of  its  waters  which  tempts  the  sperm  whales  to  gambol  there  in  such 
multitudes — then  the  discovery  of  the  fact  that  the  sea  water  here  is  a  little  warmer,  and  that,  therefore, 
there  is  a  current  running  hither  from  the  equator,  should  be  regarded  as  one  which  is  due  to  the  informa- 
tion which  the  study  of  the  habits  of  this  animal  has  given  us.  Plate  XIX.  leaves  us  to  infer  it  to  be  an 
under  current. 

In  the  sperm  whale  region  of  the  coast  of  Chili  and  Terra  del  Fuego,  we  have  been  taught  to  believe 


286  THE  WIND  AND  CURRENT  CHARTS. 

in  the  existence  of  a  cold  current.  Assuming  this  cold  current  to  be  there — that  it  is  not  crossed  or  divided 
bj  a  warm  current — the  resort  of  the  sperm  whales  there  must  be  regarded  as  an  anomaly  in  the  habits  of 
the  creature. 

These  investigations  as  to  the  habits  and  places  of  resort  of  the  whales,  have  taught  me  to  regard 
sperm  whales  as  much  out  of  place  in  cold  water,  as  the  whalers  themselves  would  regard  out  of  place,  a 
wilderness  of  howling  monkeys  of  the  Amazon  among  the  Green  Mountains  of  Vermont. 

I  take  this  occasion  to  say — because  some  of  the  whalemen  have  supposed  it  unnecessary  to  continue 
the  abstracts  when  in  sight  of  land — that  it  is  important  to  have  a  complete  abstract  for  every  day  they  are 
at  sea ;  that  we  may  know  whether  they  find  fish  or  not,  how  plentifully,  the  force  and  direction  of  winds 
and  currents,  the  temperature  of  the  air  and  water,  and  that  we  may  glean  information  as  to  all  other 
phenomena  which  they  are  requested  to  note  in  the  abstract  log. 

Plate  Xni.  is  a  section  taken  from  the  Whale  Chart  of  the  world.  It  is  a  copy,  and  nearly  a  fac- 
simile, except  that,  in  some  of  the  Charts,  the  right  whale  curves  are  colored  blue,  and  the  sperm,  red. 
Take  the  square  marked  A,  as  an  illustration  and  explanation  of  the  Chart.  Between  the  meridians  of  45° 
and  50°  W. — as  between  every  fifth  pair  of  meridians — are  12  columns  for  the  12  months ;  the  first  column 
on  the  left  always  standing  for  December,  or  the  first  winter  month,  the  next  for  January,  and  so  on. 

Between  the  parallels  of  35°  and  40°  are  1 1  horizontal  lines.  Beginning  always  at  the  south  and 
counting  up  towards  the  north,  each  of  the  first  ten  of  these  lines  stands  for  10  days,  thus  making  the  10th 
stand  for  100.  The  scale  is  then  changed ;  the  11th  line  stands  for  200 ;  and  the  12th  on  the  parallel  of  lat., 
for  300  days.     (See  the  figures  in  the  margin.) 

Now,  by  following  the  curve  for  the  days,  and  the  curve  for  the  whales,  right  and  sperm,  for  this 
square — it  will  be  seen  that,  during  different  years,  whalers  have  spent  in  this  square  upwards  of  100  days 
(125)  searching  for  whales  in  the  month  of  December;  and  that,  out  of  this  time,  they  saw  right  whales  on 
15  days — sperm  on  2  ;  and  that  during  each  month  they  have  fished  and  seen  as  follows,  viz : — 

Days  of  Search.  No.  of  days  on  which  were  seen —  Days  of  Search.  No.  of  days  on  which  were  seen — 

Right  Whales.  Sperm  Whales.  Bight  Whales.  Sperm  Whales. 

In  December,  125  15  2  June,            12  0  0 

January,  96  8  12  July,               8  0  0 

February,  150  5  10  August,        28  0  0 

March,  110  2  8  September,  68  20  0 

April,  78  0  5  October,       90  25  -8 

May,  28  0  3  November,  88  43  5  . 

It  appears,  therefore,  that  from  September,  to  December,  inclusive,  is  the  best  time  for  whaling  in  this 
district  of  5°  square.  In  some  of  its  neighboring  districts,  whalers  have  been  more  successful  in  other 
months,  as  a  glance  at  the  Chart  will  show. 

It  is  worthy  of  remark  that  the  sperm  whale,  according  to  the  results  of  this  Chart,  appears  never  to 
double  the  Cape  of  Good  Hope.     He  doubles  Cape  Horn.     Sincp  this  fish  delights  in  warm  water,  shall  we 


GALES  OF  THE   GULF  STREAM,   TYPHOONS,   ETC.  287 

not  expect  to  find,  off  Cape  Horn,  an  undercurrent  of  warm  water,  Beavier  with  its  salts?  See  the  limits 
of  the  sperm-whale  ground,  as  well  as  of  the  right,  on  Plate  XIX.  These  are  the  approximate  limits  only 
of  their  most  usual  places  of  resort. 


PHYSICAL  CHART  OF  THE  SEA. 


There  is  contained,  in  the  abstract  logs  kept  for  this  office,  a  vast  amount  of  information  concerning 
various  phenomena  of  the  air  and  water. 

This  information  may  be  called  miscellaneous ;  inasmuch  as  it  relates  chiefly  to  subjects  that,  though 
interesting  enough,  yet  do  not  constitute  special  objects  of  consideration ;  indeed,  they  are  such  generally 
as  do  not  as  yet  come  under  any  one  of  the  various  heads  of  research. 

Among  these,  I  may  mention  observations  and  remarks  concerning  gales  of  wind ;  notices  of  drift- 
wood, icebergs,  and  sea-weed ;  hail-storms,  and  tide-rips ;  flying-fish ;  colored  water ;  phosphorescence  of  the 
sea,  and  the  like. 

The  officers  who  are  engaged  in  examining  the  logs  and  co-ordinating  from  them,  are  required  each 
one  to  keep  a  memorandum-book  by  him,  in  which  he  notes  and  refers  to  all  such  subjects,  when  mention 
is  made  of  any  of  them  in  the  logs. 

These  little  memorandumrbooks  have  suggested  the  idea  of  constructing  a  physical  chart  of  the  ocean, 
to  illustrate  some  of  the  principal  phenomena  and  subjects  that  are  visible  on  its  surface. 

Each  officer,  as  he  examines  the  log  for  the  special  object  which  he  has  in  view,  is  now  to  keep  by 
him  a  blank  chart,  upon  which  he  is  to  put  down  by  symbols,  ice,  sea-weed,  flying-fish,  &c.,  in  the  place 
where  the  abstracts  report  them.  Thus,  it  is  proposed,  should  the  results  when  grouped  together  be 
found  sufficient,  to  construct  what  may  be  called,  in  some  sort,  a  topographical  chart  of  the  surface  of  the 
ocean. 


GALES  OF  THE  GULF  STREAM,  TYPHOONS,  &c. 

Lieut.  B.  S.  Porter  has  been  engaged  in  constructing,  for  the  last  two  years,  Track  Charts.  During 
that  time,  and  in  the  course  of  these  labors,  his  attention  has  been  called  incidentally  to  the  subject  of 
storms  as  reported  in  the  logs,  particularly  to  the  August  storm  of  1848,  and  to  the  September  gale  of  1852. 

The  abstracts  afford  quite  a  mass  of  information  concerning  these  two  gales,  which  he  has  carefully 
collected,  and  which,  with  some  remarks  of  his  own,  was  published  at  p.  303  et  seq.  6th  edition  of  this  work. 
This  chart  of  the  gale  (Plate  X.)  is  characteristic,  and  I  retain  it  as  a  type  of  a  large  class  of  storms.  Mr. 
Eedfield  has  traced  out  the  track  of  a  number  of  these  storms  in  the  Atlantic,  as  Mr.  Espy  has  done  with 
regard  to  those  that  take  their  rise  on  the  land  this  side  of  the  Rocky  Mountains.  Mr.  Espy  traces  his  to 
the  sea  shore;  Mr.  Redfield  his  to  the  Gulf  Stream.     In  other  words,  it  appears  that  many  of  the  gales 


288  THE  WIND  AND  CUKRENT  CHARTS. 

whicli  rise  on  the  continent  on  one  side  of  the  Gulf  Stream,  and  in  the  ocean  on  the  other,  make  right  for 
it,  and  joining  it,  travel  along  with  it  across  the  Atlantic. 

That  exhibited  by  Plate  X.  is  a  striking  illustration  of  the  sea  gales.  Those  from  the  land  require 
further  investigation. 

Typhoons. — The  China  Seas  are  celebrated  for  their  furious  gales  of  wind,  known  among  seamen 
as  typhoons  and  white  squalls.  These  seas  are  included  on  Plate  XVIII.,  as  within  the  region  of  the 
monsoons  of  the  Indian  Ocean.  But  the  monsoons  of  the  China  Seas  are  not  five-month  monsoons 
(§  55) ;  they  do  not  prevail  from  the  west  of  south  for  more  than  two  or  three  months. 

Plate  I.  exhibits  the  monsoons  very  clearly  in  a  part  of  this  sea.  In  the  square  between  15° 
and  20°  north,  and  110°  and  115°  east,  there  appears  to  be  a  system  of  three  monsoons;  that  is,  from 
northeast  in  October,  November,  December,  and  January;  from  east  in  March  and  April,  changing  in  May; 
from  the  southward  in  June,  July,  and  August,  and  changing  in  September.  The  great  disturber  of  the 
atmospheric  equilibrium  is  situated  among  the  arid  plains  of  Asia;  their  influence  extends  to  the  China 
Seas,  and  about  the  changes  of  the  monsoons  these  awful  gales  are  experienced. 

In  like  manner,  the  Mauritius  hurricanes,  or  the  cyclones  of  the  Indian  Ocean,  occur  during  the 
unsettled  state  of  the  atmospheric  equilibrium  which  takes  place  at  that  debatable  period  during  the 
contest  between  the  trade-wind  force  and  the  monsoon  force  (§  56),  and  which  debatable  period  occurs  at 
the  changing  of  the  monsoon,  and  before  either  force  has  completely  gained  or  lost  the  ascendency.  At 
this  period  of  the  year,  the  winds,  breaking  loose  from  their  controlling  forces,  seem  to  rage  with  a  fury 
that  would  break  up  the  very  fountains  of  the  deep. 

So,  too,  with  the  West  India  hurricanes  of  the  Atlantic.  These  winds  are  most  apt  to  occur  during 
the  months  of  August  and  September.  There  is,  therefore,  this  remarkable  difference  between  these  gales, 
and  those  of  the  East  Indies :  the  latter  occur  about  the  changing  of  the  monsoons,  the  former  during  their 
height.  In  August  and  September,  the  southwest  monsoons  of  Africa  and  the  southeast  monsoons  of  the 
West  Indies  are  at  their  height ;  the  agent  of  one,  drawing  the  northeast  trade-winds  from  the  Atlantic 
into  the  interior  of  New  Mexico  and  Texas,  the  agent  of  the  other,  drawing  them  into  the  interior  of 
Africa.  Its  two  forces,  pulling  in  opposite  directions,  assist  now  and  then  to  disturb  the  atmospheric 
equilibrium  to  such  an  extent  that  the  most  powerful  revulsions  in  the  air  are  required  to  restore  it. 

Extra-tropical  Gales. — In  the  extra-tropical  regions  of  each  hemisphere  furious  gales  of  wind  also 
occur.  One  of  these,  remarkable  for  its  violent  effects,  was  encountered  on  the  24th  of  December,  1853, 
about  three  hundred  miles  from  Sandy  Hook,  latitude  39°  north,  longitude  70°  west,  by  the  San  Francisco, 
steam-ship  (§  152).  That  ship  was  made  a  complete  wreck  in  a  few  moments,  and  she  was  abandoned  by 
the  survivors,  after  incredible  hardships,  exertions,  and  sufferings.  Some  months  after  this  disaster,  I 
received  by  the  California  mail  the  abstract  log  of  the  fine  clipper  ship  Eagle  Wing  (Ebenezer  H. 
Linnell),  from  Boston  to  San  Francisco.    She  encountered  the  ill-fated  steamer's  gale,  and  thus  describes  it: 

"December  24,  1853.  Latitude  39°  15'  north,  longitude  62°  32'  west.  First  part  threatening 
weather ;  shortened  sail :  at  4  P.  M.  close  reefed  the  topsails  and  furled  the  courses.     At  8  P.  M.  took  in 


ROUTES  TO  AXD  FHOM  KUROPE.  289 


fore  and  mizeii  topsails ;  hove  to  under  close-reefed  main  topsail  and  spencer,  the  ship  lying  with  her  lee 
rail  under  water,  nearly  on  her  beam-ends.  At  1  30  A.  M.  the  fore  and  main  top-gallant-masts  went  over 
the  side,  it  blowing  a  perfect  hurricane.  At  8  A.  M.,  moderated;  a  sea  took  away  jib-boom  and  bowsprit- 
cap.  In  my  thirty-one  years'  experience  at  sea;  I  have  never  seen  a  typhoon  or  hurricane  so  severe. 
Lost  two  men  overboard— saved  one.    Stove  skylight,  broke  my  barometer,  &c.  &c." 

Severe  gales  in  this  part  of  the  Atlantic — i.  e.  on  the  polar  side  of  the  calm  belt  of  Cancer — rarely 
occur  during  the  months  of  June,  July,  August,  and  September.  This  appears  to  be  the  time  when  the 
fiends  of  the  storm  are  most  busily  at  work  in  the  West  Indies.  During  the  remainder  of  the  year,  these 
extra-tropical  gales,  for  the  most  part,  come  from  the  northwest.  But  the  winter  is  the  most  famous 
season  for  these  gales.  That  is  the  time  when  the  Gulf  Stream  has  brought  the  heat  of  summer  and 
placed  it  (§  151)  in  closest  proximity  to  the  extremest  cold  of  the  north.  And  there  would,  therefore,  it 
would  seem,  be  a  conflict  between  these  extremes;  consequently,  great  disturbances  in  the  air,  and  a 
violent  rush  from  the  cold  to  the  warm. 

In  like  manner,  the  gales  that  most  prevail  in  the  extra-tropics  of  the  southern  hemisphere  come  from 
the  pole  and  the  west,  i.  e.,  southwest. 


ROUTES  TO  AND  FROM  EUROPE.* 


The  information  contained  under  this  heading  relates  to  the  best  routes,  under  canvas,  between  New 
York  and  Europe. 

The  best  average  route,  each  way,  as  it  regards  the  winds,  independent  of  currents,  is  only  indicated. 

Upwards  of  thirty  thousand  observations  on  the  winds  in  this  part  of  the  ocean  alone,  have  been 
collated,  compared,  and  discussed  for  these  routes. 

The  routes  now  indicated  are  the  results  of  this  mass  of  materials,  and  these  routes  are  to  be  looked 
upon  as  the  mean  or  average  track  of  all  the  vessels  engaged  in  making  the  voyages  which  have  afforded 
these  observations,  supposing  that  each  vessel,  under  all  circumstances  and  on  every  occasion,  had  made 
the  most  judicious  courses. 

My  information  is  yet  quite  meagre  in  many  portions  of  this  part  of  the  ocean,  and  the  present  routes 
should  be  regarded,  not  as  fixed  and  final  determinations ;  ttey  are  rather  approximations. 

Though  they  be  approximations  to  those  routes  which  further  investigations,  based  on  more  ample 
materials,  may  establish  as  the  best,  their  importance  will  no  doubt  be  readily  appreciated  when  it  is  con- 
sidered that  the  average  per  centum  of  calms,  head  and  fair  winds,  is  stated  for  each  district  of  5°  square 
of  ocean  through  which  the  vessel  is  recommended  to  pass;  and  that  they  are  so  stated  in  the  tables,  and 


*  Letter  to  Sec.  Navy,  Jan.  1,  1860. 
37 


290  THK  WIND  AND  CURRENT  CHARTS. 

exliibited  on  the  Charts,  the  navigator,  who  pursues  these  routes  and  consults  the  authorities  before  him, 
will  be  freed  from  all  doubt  and  perplexity  which  tack  to  take  when  the  wind  comes  out  dead  ahead. 

Upon  a  right  decision  in  such  cases  often  depends  the  success  of  the  voyage,  as  to  time. 

I  have  now  before  me  the  log-books  of  two  vessels,  which  afford  a  case  in  point ;  they  were  bound  to 
Europe — were  together,  and  had  accomplished  more  than  half  the  voyage ;  the  wind  came  out  ahead ;  one 
stood  off  to  the  northward  on  the  starboard  tack,  the  other  to  the  southward  on  the  opposite  tack;  one 
was  right,  and  the  other  wrong ;  for,  in  consequence,  one  got  into  port  ten  days  before  the  other. 

In  such  cases,  those  who  pursue  these  routes  with  the  Pilot  Charts  on  board,  would  be  left  in  no 
doubt  as  to  the  tack  having  the  greatest  number  of  chances  in  its  favor. 

Permit  me  to  call  attention  to  a  very  remarkable  part  of  the  ocean  through  which  these  tracks  pass. 
It  is  about  45°  N.  and  50°  W.  The  water  here  is  permanently  cold ;  so  cold  that  the  water  thermometer 
is  sometimes  found,  within  the  distance  of  a  few  miles,  to  fall  40°  of  Fahrenheit ;  and  I  notice  in  many 
log-books  the  remark,  "  water,  colored." 

The  spot  is  also  remarkable  for  its  fogs  and  its  disturbed  atmospherical  conditions.  If  a  vessel  could 
be  sent  to  examine  into  it,  important  service  might  be  rendered  to  navigation,  by  showing  how,  when  the 
heavenly  bodies  are  obscured,  the  mariner  may  determine  the  position  of  his  ship  by  dipping  his  thermo- 
meter into  the  water ;  or  the  examination  might  lead  to  other  results  not  less  important.  It  is  probably 
the  centre  of  great  atmospherical  disturbances. 

There  is  said  to  be,  somewhere  along  these  routes,  a  rock  just  awash,  and  not  known  to  any  chart. 
The  doubtful  existence  of  such  a  danger  is  always  perplexing  and  harassing  to  navigators  ;  not  knowing 
its  exact  position,  they  have  to  turn  far  aside  out  of  the  way,  to  be  sure  of  avoiding  it.  The  rock  is  small 
— only  a  few  feet  across — with  bold  water  up  to  it.  And  because  it  is  said  to  be  in  a  part  of  the  ocean 
that  is  so  much  frequented  as  is  this,  it  is  a  matter  of  great  importance  to  the  mariner  that  all  doubts  as  to 
its  existence  and  locality  should  be  removed.  I  have  the  reports  of  navigators  who  have  seen  it,  and  who 
have  passed  so  close  to  it  that  they  might  have  thrown  a  biscuit  upon  it.  But  its  position  is  vaguely 
described. 

I  have  received  tlie  following  "  Notice  to  Mariners." 

"  On  the  2d  Dec.  (1849),  the  ship  Marmion,  Capt.  Freeman,  from  Liverpool,  when  in  long.  69°  29'  W"., 
lat.  41°  05'  to  41°  or,  got  in  between  two  tide-rips,  which  broke.  Capt.  F.  had  been  sounding  21  fathoms, 
and  on  steering  S.  by  E.  to  S.  by  W.  found  as  little  as  seven  fathoms,  which  of  course  would  be  dangerous 
in  blowing  weather.         *         *        * 

"a.  W.  BLUNT." 

And  iu  addition  the  following  has  been  published  touching  the  same : — 

National  Observatort,  February  10,  1851. 

Sir  :  Captain  E.  F.  Hartshorn,-  of  the  ship  E.  Z.,  reports  in  his  abstract  log  kept  for  this  office,  the 
discovery  of  a  shoal  in  a  much  frequented  part  of  the  ocean,  viz :  near  Nantucket  Shoals,  and  directly  in 
the  route  hence  to  Europe. 


ROUTES  TO  AND  FROM  EUROPE.  291 

Extract  from  liis  log  from  Liverpool  to  New  York,  last  July: — 

"N.  B. — During  the  two  days,  the  20th  and  21st  July,  I  was  beating  between  lat.  41°  10'  to  41°,  and 
long.  69°  to  69°  40';  the  fog  very  thick.  Several  times,  T  shoaled  the  water  suddenly  from  20  fathoms  to 
8  and  7 — steering  S.  S.  W.  to  S.  by  W.  I  am  certain  there  must  be  a  very  shoal  spot  in  the  neighborhood 
of  69°  30',  or  69°  35',  and  lat.  41°  to  41°  08'.  I  had  the  lead  constantly  going  during  the  56  hours,  and 
the  soundings  differed  very  materially  from  Blunt's  Charts  Soundings. 

"  I  have  sounded  a  good  deal  about  Nantucket  Shoals  during  the  last  eight  years,  and  find  the  depths 
of  water  in  the  same  places  have  changed  more  than  I  could  have  possibly  believed ;  but  it  is  a  positive 
fact." 

The  place  of  this  shoal  is  six  or  eight  miles  to  the  southward  and  eastward  of  Davis's  Bank,  discovered 

by  the  Coast  Survey  in  1846.    It  is  possible  that  this  may  be  the  shoal  reported  by  Captain  Hartshorn ; 

but  doubt  as  to  the  existence  of  dangers  in  such  a  frequented  part  of  the  ocean,  cannot  be  harmlessly 

tolerated.    I  therefore  would  recommend  a  careful  examination  of  the  locality.  ^ 

Respectfully,  &c., 

M.  F.  MAURY. 
Hon.  Wm.  A.  Graham, 

Secretary  of  the  Navy. 

These  reports  as  to  danger  in  this  part  of  the  ocean,  led  to  an  examination  of  this  locality  by  the 
Coast  Survey.  The  result  was,  thanks  to  Capts.  Freeman  and  Hartshorn,  the  discovery  of  three  shoals. — 
Vide  Coast  Survey  Chart :  Davis's  South  Shoal  and  other  Dangers,  1852. 

THE  BEST  AVERAGE  ROUTES  TO  AND  FRO  BETWEEN  NEW  YORK,  CAPE  CLEAR,  AND  THE  ENGLISH  CHANNEL. 

These  routes  are  calculated  from  the  Pilot  Chart  also  ;  and  they  represent  each  for  its  month,  the  best 
track  on  the  average,  which  a  vessel  can  make. 

The  navigator  who  intends  to  follow  any  one  of  these  routes,  should  lay  it  down  on  his  Chart  from  the 
table ;  and  when  he  gets  thrown  off  of  it  by  the  winds  and  currents,  as  he  often  will,  he  should  then,  instead 
of  turning  out  of  his  way  to  get  back  to  it,  recollect  that  if  a  special  route  were  now  calculated  for  him 
from  his  position,  it  probably  would  not  touch  the  projected  route  at  all.  He  therefore  is  in  a  new 
position,  and  must  consult  his  Pilot  Chart  as  to  future  courses  and  route.  In  recommending  these  routes, 
and  in  speaking  of  them,  I  wish  navigators  to  understand  and  bear  in  mind  always,  that  I  am  speaking 
from  the  information  before  me,  which  is  sometimes  imperfect  and  often  deficient.  When  full  and 
complete,  it  may  modify  present  conclusions ;  present  conclusions,  therefore,  must  be  regarded  only  as 
approximations. 

If  every  vessel,  whose  log  between  this  and  Europe  has  afforded  materials  for  the  Pilot  Chart,  had 
always  taken  the  most  judicious  course;  and  when  she  was  headed  off,  if  she  had  in  every  instance  taken 
that  tack  which  was  really  the  best;  and  then,  if  a  line  had  been  drawn  to  represent  on  the  Chart  the 


292  '  THE  WIND  AND  CURRENT  CHARTS. 

average  or  mean  track  of  all  those  vessels  for  January,  February,  March,  or  April,  and  the  other  months, 
then  that  Hue  would  be  represented  by  the  route  as  given  in  the  tables  for  that  month. 

In  other  words,  the  vessels  that  shall  pursue  the  routes  here  given,  will  pursue  exactly  that  course 
which  the  experience  of  all  has  shown  to  be  the  best  on  the  average. 

By  consulting  the  Pilot  Chart,  or  the  column  "  Total  No.  of  Observations,"  in  the  table  of  Eoutes,  it 
will  be  observed  that  for  the  months  for  which  the  routes  are  given  for  European  traders,  I  have  not 
observations  enough  to  the  north  of  45°  N.,  and  west  of  45°  "W.,  to  enable  me  to  speak  of  the  advantages 
or  disadvantages  of  making  that  part  of  the  ocean  a  greater  thoroughfare  than  it  is. 

Take  the  route /rom  New  York  in  March  for  illustration :  It  will  be  seen  by  the  table  that  the  course 
recommended  from  longitude  55°  to  50°,  is  east,  and  that  the  winds  are  from  E.  on  the  average  1.9  per  cent. 
of  the  time,  and  that  a  vessel  in  steering  E.  there,  would  be  headed  off  from  her  course  by  slant  winds  from 
the  northward,  2.8  times;  and  by  slant  winds  from  the  southward,  15.9  times  in  the  hundred — and  that 
these  proportions  are  derived  from  the  records  of  108  vessels  between  these  meridians  in  that  month,  or, 
which  is  the  same,  by  108  observations  there,  during  the  month  of  March  of  different  years. 

The  south,  therefore,  is  the  windward  side  then  and  there;  therefore  these  facts  thus  presented,  will 
leave  the  navigator,  when  he  comes  to  be  headed  off'  in  that  part  of  his  route,  in  no  doubt  as  to  which  tack 
to  go  upon ;  with  the  wind  directly  ahead  or  east,  he  should  stand  to  the  southward  or  to  windward, 
because  the  probabilities  of  the  wind's  coming  out  from  that  quarter  are  greater  than  they  are  that  it  will 
come  from  the  northward.  At  least  such  is  the  rule;  it  has  its  exceptions,  and  should  yield  to  the  rules 
of  the  storm  when  the  occasion  arises,  and  take  that  tack  which  safety  and  the  march  of  the  gale  indicate 
as  proper.  I  am  not  prepared,  for  I  have  not  the  materials,  and  if  materials  in  sufficient  quantity,  not  the 
force  to  go  into  a  discussion  as  to  the  rules  of  the  storm;  and  until  the  time  for  that  discussion  shall 
arrive,  I  refer  the  navigator  to  Piddington,  Eedfield,  and  other  writers  upon  the  subject. 

Again,  from  the  meridian  of  35°  to  30°  W.,  the  best  average  course  is  E.  N.  E. — 1.3  per  cent,  of  the 
winds  are  dead  ahead,  and  19  are  slant  from  the  northward  against  4.3  from  the  other  side.  Here  then  it  is 
shown,  from  the  records  of  80  vessels,  that  the  northward  is  the  windward  side. 

I  have  the  records  of  two  vessels  which  were  together  in  this  part  of  the  ocean,  on  their  way  to 
Europe;  they  had  kept  together  so  far  on  their  way;  they  sailed  alike;  when  they  arrived  here,  the  wind 
came  out  ahead — one  went  off  on  the  larboard  and  the  other  on  the  starboard  tack;  the  latter  arrived  in 
port  ten  days  before  the  other.  With  the  Pilot  Chart  on  board,  it  would  have  been  impossible  for  the 
other  vessel  so  to  have  mistaken  the  chances  in  favor  of  her  proper  course.  Captain  Hartshorn,  of  the 
E.  Z.,  informs  me  that  on  his  last  voyage  in  1852,  from  Liverpool  to  New  York,  he  made  these  Charts  his 
guide ;  that  he  made  the  most  remarkable  passage  of  the  season  (19  days),  and  that  vessels  which  sailed 
about  the  same  time  he_  did,  did  not  arrive  for  twenty  days  and  more  after  he  did.  He  attributed  his 
success  to  the  lights  which  the  experience  of  othei's,  exjiressed  by  these  Charts,  afforded  him. 

I  have  not  calculated  the  track  beyond  10°  W.  oft"  Cape  Clear  for  the  Liverpool  track ;  nor  beyond 
5°  W«  for  the  English  Channel,  because,  beyond  these  meridians,  the  best  course  to  steer  is  indicated  by 
the  land  and  the  winds  that  happen  to  prevail. 


ROUTES  TO   AND   FROM  EUROPE. 


293 


m 


ROUTES  BETWEEN  NEW  YORK  AND  EUROPE. 


Best  Average  Routes  between  New  York  and  Long.  10°  W.,  for  Vessels  bound  to  and  frok 
Liverpool;  also,  between  New  York  and  Long.  5°  W.,  for  Vessels  bound  in  or  out  of  the 
English  Channel. 

New  I'ork  to  Europe. — Januart. 


] 

DISTANCES. 

WINDS;  PER  CENT. 

Longitude. 

Course. 

Total  No. 
observa- 
tions. 

Latitude. 

Trae. 

Per  cent. 

Average. 

Head. 

SLANTS  FKOM 

Fair. 

Calms. 

N'd. 

S'd. 

40°    28' 

74° 

00' 

to 

40     28 

70 

00 

E. 

182 

6.2 

193 

6.2 

6.0 

5.0 

82.8 

2.1 

97 

42     02 

65 

00 

E.N.E. 

245 

10.4 

271 

2.8 

5.6 

wl3.3 

78.3 

3.6 

143 

43     33 

60 

00 

E.N.E. 

238 

20.8 

287 

8.0 

12.8 

12.8 

66.4 

3.2 

64 

43     33 

55 

OOc^ 

E. 

217 

4.2 

226 

0.0 

wll.O 

4.4 

84.6 

4.4 

94 

45     03 

50 

00 

E.N.E. 

233 

14.4 

266 

4.8 

u;13.2 

8.4 

73.6 

8.5 

89 

45     03 

45 

00 

E. 

212 

11.4 

236 

0.0 

14.3 

14.3 

71.4 

0.0 

7 

45     28 

40 

OOd 

E. 

212 

6.8 

226 

0.0 

3.1 

m;18.6 

78.3 

0.0 

32 

45     27 

35 

00 

E. 

212 

5.1 

223 

1.5 

3.0 

4.5 

91.0 

9.2 

71 

46     30 

30 

00 

E.N.E. 

227 

8.5 

246 

2.2 

9.9 

9.9 

78.0 

2.1 

94 

47    55 

25 

OOrf 

E.N.E. 

221 

5.6 

233 

0.0 

4.8 

m;13.2 

82.0 

7.0 

92 

47     55 

20 

00 

E. 

201 

8.1 

217 

1.5 

9.0 

w  12.0 

77.5 

3.1 

67 

49     17 

15 

00 

E.N.E. 

214 

2.2 

219 

0.0 

1.4 

w    8.4 

90.2 

2.8 

74 

50     00 

12 

20 

E.N.E. 

113 

6.3 

120 

2.1 

4.2 

4.2 

89.5 

0.0 

43 

To 
J  Liverpool. 

50     38 

10 

00 

E.N.E. 

98 
2825 

15.1 

112 

5.8 

10  13.6 

2.9 

77.7 

1.9 

105 

3075 

49     17 

10 

00 

E. 

196 

8.0 

212 

4.2 

w    4.2 

0.0 

91.6 

0.0 

43 

)To 

J  Channel. 

49     36 

5 

00 

E.JN. 

196 
3006 

24.9 

245 

8.3 

0.0 

m;41.5 

50.2 

0.0 

12 

3300 

294 


THE  WIND  AND  CURRENT  CHARTS. 


New  York  to  Europe. — February. 


DISTANCES. 

WINDS;  PER  CENT. 

Longitude. 

Course. 

Total  No. 
observa- 
tions. 

Latitude. 

True. 

Per  cent. 

Average. 

dead. 

SLANTS  FROM 

Fair. 

Calms. 

N'd. 

S'd. 

From 

40°  27' 

74° 

OO'to 

40     45 

70 

00 

E.JK* 

182 

7.7 

196 

1.0 

8.7 

m;10.5 

79.8 

1.9 

106 

41     42 

65 

00 

E.byN.iN. 

233 

8.2 

252 

3.4 

w    8.5 

3.4 

84.7 

6.6 

62 

43     13 

60 

00 

E.N.E. 

238 

5.7 

251 

0.0 

w  12.0 

8.4 

79.6 

0.0 

84 

44    42 

55 

00 

E.N.E. 

234 

10.8 

259 

2.2 

11.0 

11.0 

75.8 

7.8 

96 

44    42 

50 

00f7 

E. 

213 

9.0 

232 

3.3 

m;12.1 

3.3 

81.3 

2.3 

88 

44    42 

45 

00 

E. 

213 

7.4 

228 

0.0 

m;13.0 

8.0 

79.0 

2.9 

105 

45     00 

40 

00 

E.  IK 

212 

5.9 

229 

2.8 

1.4 

10    2.8 

93.0 

4.4 

70 

46     26 

35 

00 

E.K.E. 

225 

6.1 

235 

0.0 

3.2 

10  19.2 

77.6 

3.1 

65 

47     50 

30- 

00 

E.N.E. 

221 

7.8 

239 

1.0 

7.0 

m;13.0 

79.0 

4.9 

106 

49     13 

25 

00 

E.N.E. 

217 

3.6 

225 

0.9 

2.7 

w    4.5 

91.9 

4.3 

111 

49     13 

20 

QQd 

E. 

197 

10.3 

216 

3.0 

8.0 

8.0 

81.0 

4.0 

103 

50     00 

15 

00 

E.byN.iN. 

200 

8.5 

217 

4.2 

4.2 

w    5.6 

86.0 

1.4 

69 

50     50 

10 

00 

E.byN.JN. 

196 
2781 

11.2 

217 

3.6 

5.4 

wl6.2 

74.8 

3.5 

118 

ToLiverpool. 

2996 

49     30 

10 

00 

E.fS. 

200 

16.7 

233 

5.7 

w  22.8 

w    7.6 

63.9 

1.9 

52 

To 
Channel. 

49     30 

5- 

00 

E. 

195 

9.9 

214 

0.0 

16.6 

16.6 

66.8 

0.0 

6 

2980 

3226 

Average  sailing  distance  to  10°  W.,  by  this  route,  to  Liverpool,  2,996  miles,  for  215  of  which  the 
winds,  on  the  average,  are  dead  ahead. 

Average  sailing  distance  to  5°  W.,  English  Channel,  3,226  miles,  for  246  of  which  the  winds,  on  the 
average,  are  dead  ahead. 


Nantucket  Shoals  are  in  the  way  of  an  E.  N.  E.  course,  which  would  be  the  best 


I 


ROUTKS  TO  AND  FROM   EUROPK. 


295 


I 


Neiv  York  to  Europt 

.—March. 

DISTANCES. 

WINDS;  PER  CENT. 

Longitude. 

Course. 

Total  No. 
observa- 
tions. 

Latitude. 

True. 

Per  cent. 

Average. 

Head. 

SLANTS  FROM 

Fair. 

Calms. 

N'd. 

S'd. 

40°  27' 

74° 

OO'to 

40     27 

70 

00 

E. 

182 

12.4 

205 

6.2 

2.8 

10    6.9 

84.1 

4.1 

151 

40     00 

65 

00 

E.KE. 

245 

7.2 

263 

7.2 

7.1 

w  15.8 

69.9 

1.4 

206 

42    45 

62 

30 

E.  N.  E. 

119 

13.1 

134 

2.5 

13.2 

«;15.0 

69.3 

Ul 

126 

42     00 

60 

00  c^ 

E.  S.  E. 

119 

13.7 

135 

4.2 

13.3 

13.0 

69.5 

48     31 

55 

00 

E.  N.  E. 

238 

13.2 

269 

9.6 

7.1 

m;15.1 

68.2 

5.3 

118 

43     31 

50 

00 

E. 

217 

7.9 

234 

1.9 

2.8 

10  15.9 

79.4 

0.9 

108 

43     31 

45 

00 

E. 

217 

9.4 

238 

1.7 

w  10.3 

8.5 

79.5 

2.5 

121 

48     31 

40 

00 

E. 

217 

3.7 

225 

1.6 

2.1 

3.2 

93.1 

5.0 

200 

48     31 

35 

00 

E. 

217 

7.6 

234 

0.0 

2.9 

7.6 

89.5 

4.8 

109 

45     00 

30 

00 

E.  N.  E. 

233 

4.3 

243 

1.3 

w;19.0 

4.3 

75.4 

3.9 

80 

46     27 

25 

00  d 

E.  N.  E. 

226 

8.4 

245 

4.4 

4.4 

1.1 

90.1 

1.1 

90 

46     27 

20 

00 

E. 

206 

3.2 

212 

0.0 

w    7.0 

2.2 

90.8 

2.2 

90 

47     52 

15 

00 

E.N.E. 

221 

6.7 

236 

0.0 

w;12.0 

6.3 

81.7 

0.0 

74 

50     00 

11 

45 

N.E. 

181 

5.4 

191 

0.0 

4.0 

wl2.0 

84.0 

0.0 

67 

50    44 

10 

00 

N.  E.  by  E. 

81 
2919 

10.8 

90 

5.4 

6.0 

w    8.4 

80.2 

3.5 

116 

ToLiverpool. 

3154 

50     00 

10 

00 

E. 

67 

11.8 

75 

3.0 

9.0 

9.0 

79.0 

0.0 

67 

)To 

f  Channel. 

49     40 

5 

00 

E.  JS. 

194 
3099 

10.0 

213 

17.0 

25.0 

8.3 

49.7 

0.0 

12 

3352 

New  York  to  Europe. — April. 


] 

DISTANCES. 

WINDS;  PER  CENT. 

ude. 

Longitude. 

Course. 

Total  No. 
observa- 
tions. 

Latit 

True. 

Per  cent. 

Average. 

Head. 

SLANTS  FBOM 

Fair. 

Calms. 

N'd. 

S'd. 

40° 

27'  74° 

OO'to 

40 

27 

70 

00 

E. 

182 

9.2 

199 

3.0 

9.6    W  11.4 

76.0 

7.1 

180 

42 

00 

65 

OOd 

E.N.E. 

244 

12.3 

274 

3.2 

8.3  w  11.1 

77.4 

2.5 

161 

42 

00 

60 

00 

E. 

223 

12.7 

251 

5.2 

7.8  ;«;    9.1 

77.9 

7.3 

88 

43 

31 

55 

00 

E.N.E. 

287 

7.9 

256 

2.4 

6.4  1       5.7 

85.5 

4.1 

126 

45 

00 

50 

00 

E.  N.  E. 

233 

5.0 

244 

0.0 

w    9.9  w    7.2 

82.9 

10.1 

120 

46 

21 

45 

OOd 

E.  N.  E. 

226 

3.3 

283 

0.0 

0.0        8.3 

91.7 

0.0 

12 

46 

27   40 

00 

E. 

207 

6.6 

320 

0.0 

w    5.5  w  16.5 

78.0 

5.6 

19 

46 

27    85 

00 

E. 

207 

5.5 

218 

2.5 

5.0        0.0 

92.5 

7.6 

42 

46 

27  ;30 

00 

E. 

207 

10.1 

228 

0.0 

8.8  z<;20.9 

70.3 

5.5 

92 

47 

52 

25 

00 

E.  N.  E. 

221 

15.6 

255 

5.2 

11.8  'w  16.3 

66.7 

7.4 

145 

49 

14 

20 

OOd 

E.N.E. 

215 

12.9 

242 

4.2 

6.7  \w  10.9 

78.2 

5.9 

125 

49 

14 

15 

00 

E. 

196 

8.8 

213 

3.6 

10 13.2         3.6 

79.6 

7.5 

86 

49 

14 

10 

00 

E. 

196 

4.6 

205 

1.1 

1.1  'w;    7.7 

90.1 

0.0 

89 

49 

30 

5 

00 

E.iN. 

196 
2990 

20.9 

237 

5.5 

11.0 

10  33.0 

50.5 

5.6 

12 

To  Channel. 

3375 

50 

00 

13 

06 

E.N.E. 

79 

4.0 

82 

1.1 

4.4 

5.5 

89.0 

0.0 

89 

To 
Liverpool. 

Cape 

Clear 

10 

00 

E.  N.  E. 

130 
2807 

3.6 

136 

0.0 

3.6        3.6 

1 

92.8 

0.0 

80 

3150 

296 


THE  WIND  AND  CUERENT  CHARTS. 


New 

Yorh  to 

Europc- 

—May. 

DISTANCES. 

WINDS;  PER 

CENT. 

Total  No. 

Latitude. 

Longitude. 

Course. 

observa- 

tions. 

Direct. 

Per  cent. 

True. 

Head. 

North. 

South. 

Fair. 

Calms. 

Sandy 

Hook  to 

40°  27' 

74° 

00' 

42     00 

70 

00 

B.|S. 

185 

14.4 

211 

5.4 

9.1 

7.7 

77.8 

4.0 

235 

41     34 

65 

00 

E.  N.  E. 

246 

10.2 

271 

2.7 

11.0 

6.8 

79.5 

7.3 

281 

43     06 

60 

00 

E.  K  E. 

■    240 

10.4 

265 

1.2 

18.2 

7.8 

62.8 

3.9 

189 

44     36 

55 

00 

E.  K  E. 

234 

8.8 

254 

1.2 

4.3 

11.0 

83.5 

3.0 

170 

44     86 

50 

00 

E. 

214 

11.5 

238 

3.9 

8.5 

8.5 

79.1 

3.9 

160 

44     36 

45 

00 

E. 

214 

7.3 

229 

2.2 

7.6 

6.0 

84.2 

4.8 

195 

44     36 

40 

00 

E. 

214 

5.6 

226 

1.1 

6.8 

5.1 

87.0 

2.9 

180 

45     00 

35 

00 

E.iN. 

215 

4.3 

224 

0.0 

5.3 

10.1 

84.6 

1.5 

136 

45     00 

30 

00 

E. 

212 

4.8 

222 

0.7 

7.8 

4.3 

87.2 

4.8 

132 

45    00 

25 

00 

E. 

212 

5.1 

223 

0.8 

6.4 

4.0 

88.8 

5.6 

131 

48     25 

20 

00 

N.E. 

290 

9.6 

318 

3.0 

9.0 

9.0 

79.0 

3.0 

137 

48     25 

15 

00 

E. 

198 

11.5 

220 

2.9 

10.9 

10.2 

76.0 

3.6 

142 

48     25 

10 

00 

E. 

198 

16.8 

231 

4.8 

21.6 

10.4 

63.2 

3.2 

129 

To  Channel 

E.  N.  E. 

210 

16.8 

245 

2.8 

11.3 

33.6 

52.3 

5.5 

38 

3082 

3377 

50     16 

15 

00 

E.N.E. 

212 

16.4 

246 

8.7 

8.7 

75.3 

3.6 

142 

To  Liverpool 

10 

00 

E.  K  E. 

194 

14.0 

221 

4.4 

13.2 

79.1 

1.1 

96 

2882 

3148 

New 

Yorh  to 

Europe. 

—June. 

DISTANCES. 

WINDS;  PER  CENT. 

Total  No. 

Latitude. 

Longitude. 

Course. 

observa- 

tions. 

Direct. 

Per  cent. 

True. 

Head. 

North. 

South. 

Fair. 

Calms. 

Sandy 

Hook  to 

40°  08' 

73° 

00' 

E.  S.  E. 

50 

9.7 

55 

1.7 

11.0 

9.2 

78.1 

I  2.7 

232 

41     13 

70 

00 

E.  N.  E. 

170 

8.7 

185 

1.8 

4.8 

10.9 

82.5 

42     45 

65 

00 

E.  N.  E. 

241 

8.5 

261 

1.8 

3.5 

3.9 

90.8 

3.5 

235 

42     45 

60 

00 

E. 

220 

10.9 

244 

4.5 

8.0 

4.5 

83.0 

3.8 

216 

44     15 

55 

00 

E.  N.  E. 

236 

8.5 

256 

3.3 

3.8 

7.1 

85.8 

1.1 

184 

45    43 

50 

00 

E.  K  E. 

230 

5.1 

242 

0.5 

5.8 

8.2 

85.5 

3.1 

202 

47     10 

45 

00 

E.  N.  E. 

224 

5.9 

237 

2.3 

0.0 

6.8 

90.0 

0.0 

44 

48     33 

40 

00 

E.  N.  E. 

217 

4.8 

227 

1.4 

0.9 

7.0 

91.6 

9.9 

78 

49     54 

35 

00 

E.  N.  E. 

212 

10.7 

234 

3.1 

5.0 

11.9 

80.0 

3.1 

165 

51     13 

30 

00 

E.  N.  E. 

207 

2.0 

211 

4.0 

0.0 

2.0 

94.9 

0.0 

47 

51     13 

25 

00 

E. 

188 

0.8 

189 

0.0 

9.0 

2.0 

98.0 

6.1 

52 

51     13 

20 

00 

E. 

188 

2.2 

192 

0.0 

0.0 

6.9 

93.1 

2.3 

44 

51     00 

15 

00 

E.JS. 

190 

15.4 

218 

7.2 

6.0 

4.7 

82.1 

0.0 

82 

50    40 

10 

00 

E.JS. 

194 

10.0 

214 

4.9 

13.3 

15.4 

66.4 

5.6 

150 

To  Channel 

209 

5.1 

219 

3.9 

18.2 

1.3 

76.6 

0.0 

78 

2976 

3184 

According  to  the  Charts,  this  is  the  best  track  yet  developed,  and  ought  to  give  the  shortest  passages. 


.ROUTRS  TO  JLND  FROM  EUROPE. 


297 


m 

Xew  York  to  Europe. — JuLY. 

DISTANCES.                            WINDS;  PER  CENT. 

Total  No. 

Latitude. 

Longitude. 

Course. 

i 

observa- 
tions. 

1 

Direct. 

Per  cent. 

True. 

Head. 

North. 

South. 

Fair. 

Calms. 

40°  27' 

74° 

OO'to 

40     27 

70 

00 

E. 

182 

12.0 

204 

3.6 

7.2 

5.1 

84.1 

42 

322 

Calms. 

42     00 

65 

00 

E.  N.  E. 

246 

5.0 

260 

3.0 

7.0 

9.1 

80.9 

8.7 

414 

Calms. 

43     30 

60 

55 

E.N.E. 

237 

4.2 

247 

0.9 

3.3 

4.8 

91.0 

8.4 

350 

43     30 

55 

00 

E. 

218 

10.3 

240 

4.4 

5.6 

8.0 

82.0 

5.6 

263 

44    59 

50 

00 

E.  N.  E. 

233 

5.9 

244 

0.4 

8.8 

7.6 

83.2 

5.4 

236 

44    59 

45 

00  d 

E. 

212 

12.6 

238 

4.4 

8.1 

8.1 

79.4 

8.1 

173 

45     40 

40 

00 

E.byN". 

214 

8.0 

231 

1.0 

8.0 

3.0 

88.0 

4.0 

103 

47     06 

35 

00 

E.  N.  E. 

224 

3.3 

231 

0.0 

2.2 

11.0 

86.8 

4.6 

95 

47     06 

30 

00 

E. 

204 

5.9 

216 

1.1 

10.6 

4.1 

84.2 

3.2 

77 

47     06 

25 

00 

E. 

204 

9.0 

222 

2.1 

10.6 

8.2 

79.1 

6.5 

100 

48     29 

20 

00 

E.  N.  E. 

218 

8.8 

237 

4.2 

2.1 

6.3 

87.4 

9.4 

105 

49     50 

15 

00 

E.  N.  E. 

213 

8.5 

231 

2.5 

13.2 

3.3 

81.0 

2.5 

125  )  j,„ T 

50     30 

10 

00 

To  Liv'pool 

195 

13.4 

220 

5.7 

5.6 

9.1 

79.6 

4.5 

92  f 

2800 

3021 

48     29 

15 

00 

E. 

198 

5.8 

209 

2.5 

5.8 

0.8 

90.9 

2.5 

125) 

48     29 

10 

00 

E. 

198 

17.8 

234 

6.5 

17.5 

3.2 

72.8 

2.2 

94  y 

Channel. 

49     00 

To  Channel 

E.N.E. 

213 

12.8 

240 

0.0 

28.0 

8.0 

64.0 

0.0 

24  j 

New  York  to  Europe. — August. 


DISTANCES. 

WINDS;  PER  CENT. 

Total  No. 

Latitude. 

Longitude. 

Course. 

observa- 

Direct. 

Per  cent. 

True. 

Head. 

North. 

South. 

Fair. 

Calms. 

tions. 

40°  27' rf 

74° 

OO'to 

40     00 

70 

00 

KfS. 

186 

13.0 

209 

3.0 

9.5 

18.0 

69.5 

6.0 

194 

39     12  d 

67 

30 

E.S.E. 

125 

8.7 

135 

3.1 

2.9 

10.7 

83.3 

13.6 

229 

39     12 

65 

00 

E. 

116 

6.6 

123 

1.6 

17.0 

7.1 

74.3 

39     12 

62 

30 

E. 

116 

8.0 

125 

3.0 

6.5 

5.5 

85.0 

(.3 

193 

40    00 

60 

00 

E.N.E. 

125 

7.6 

134 

2.0 

9.5 

5.0 

83.5 

41     34 

55 

00 

E.N.E. 

246 

7.1 

263 

7.1 

7.0 

8.4 

77.5 

6.8 

157 

43     06 

50 

00 

E.N.E. 

241 

11.1 

268 

3.0 

6.5 

11.0 

79.5 

6.5 

213 

44    36 

45 

00 

E.N.E. 

235 

14.3 

268 

4.8 

12.0 

12.6 

70.6 

3.7 

166 

45     00 

44 

26 

N.E. 

34 

9.4 

37 

2.8 

4.5 

11.2 

81.5 

5.0 

147 

48     08 

40 

00 

N.E. 

260 

7. 

279 

0.0 

11.4 

12.6 

76.0 

7.9 

123 

48     00 

35 

00 

E. 

201 

8.2 

217 

2.4 

7.2 

7.2 

83.2 

9.4 

129 

48     00 

30 

00 

E. 

201 

8.0 

217 

3.0 

4.0 

5.0 

88.0 

2.9 

106 

48     00 

25 

00 

E. 

201 

3.0 

207 

0.0 

5.0 

6.0 

89.0 

1.1 

92 

48     00 

20 

00 

E. 

201 

8.4 

218 

3.0 

9.0 

1.5 

86.5 

7.8 

69 

48     00 

15 

00 

E. 

201 

3.0 

207 

0.0 

8.0 

2.0 

90.0 

4.2 

100 

49     22 

10 

00 

E.N.E. 

214 

3.7 

221 

0.8 

11.2 

0.0 

88.0 

3.2 

130 

Liverpool. 

49     30 

5 

00 

E. 

195 

5.0 

205 

0.0 

5.1 

8.4 

86.0 

0.0 

36 

Channel. 

3098 

3333 

38 


298 


THB  WIND  AND  CURRENT  CHARTS, 


New  Torh  to  Europe. — SEPTEMBER. 

DISTANCES. 

WINDS;  PER  CENT. 

Total  No. 

Latitude. 

Longitude. 

Course. 

observa- 
tions. 

True. 

Per  cent. 

Average. 

Head. 

North. 

South. 

Fair. 

Calms. 

40°  27' 

74° 

OO'to 

40     00 

72 

35 

E.  S.  E. 

71 

5.4 

75 

0.0 

9.9 

5.4 

84.7 

I  4.5 

115 

40     49 

70 

00 

E.KE. 

128 

15.3 

147 

0.9 

30.6 

9.0 

59.5 

40     49 

65 

00 

E. 

227 

10.4 

250 

4.2 

9.0 

3.6 

83.2 

5.3 

178 

40    49 

60 

00 

E. 

227- 

15.5 

261 

6.3 

13.3 

4.9 

75.5 

5.3 

159 

42     22 

55 

00 

E.N.E. 

243 

5.6 

256 

0.0 

13.8 

5.4 

80.2 

3.7 

167 

42     22 

50 

00 

E. 

222 

16.3 

257 

6.0 

14.4 

9.6 

70.0 

6.2 

172 

43     53 

45 

00 

E.N.E. 

237 

15.0 

272 

4.9 

11.2 

14.0 

69.9 

5.8 

147 

45     22 

40 

00 

E.N.E. 

232 

9.8 

256 

4.2 

8.4 

4.2 

83.2 

2.2 

138 

46     48 

35 

00 

E.N.E. 

225 

8.9 

245 

2.6 

9.1 

7.8 

80.5 

1.3 

78 

- 

48     12 

30 

00 

E.N.E. 

220 

4.7 

229 

1.2 

6.3 

5.1 

87.4 

6.2 

85 

o 

49     35 

25 

00 

E.N.E. 

213 

4.2 

222 

0.0 

9.0 

5.0 

86.0 

8.0 

109 

o 
a. 

49     35 

20 

00 

E. 

192 

12.2 

216 

3.6 

11.7 

15.3 

69.4 

0.9 

111 

f   ^ 

50     33 

15 

00 

KbyN. 

201 

7.6 

216 

1.8 

3.6 

19.2 

75.4 

1.8 

64 

50     33 

10 

00 

E. 

191 

12.8 

213 

3.3 

7.7 

17.6 

71.4 

1.0 

96 

2830 

3114 

45     22 

35 

00 

E. 

211 

9.9 

232 

3.9 

5.2 

6.5 

84.4 

1.3 

78 

^ 

45     22 

30 

00 

B. 

211 

5.3 

222 

1.3 

2.5 

8.8 

87.4 

6.2 

85 

'3 

46     48 

25 

00 

E.N.E. 

225 

4.2 

234 

0.0 

9.0 

5.0 

86.0 

8.0 

109 

a 

46     48 

20 

00 

E. 

205 

12.2 

230 

3.6 

11.7 

9.0 

75.7 

0.9 

111 

{     °3 

48     12 

15 

00 

E.N.E. 

220 

11.4 

245 

3.6 

2.4 

9.6 

84.4 

1.2 

81 

O 

48     12 

10 

00 

E.       ^ 

200 

14.8 

230 

3.6 

21.6 

5.4 

69.4 

1.8 

57 

o 

49     34 

5 

00 

E.N.E. 

213 

15.0 

245 

0.0 

10.0 

40.0 

50.0 

0.0 

20 

Europe  to 

New  York.— 

-jANtJARY. 

- 

DISTANCES. 

WINDS;  PER  CENT. 

Longitude. 

Course. 

Total 
No.  ob- 

Latitude. 

! 

SLANTS  FROM 

! 

Average. 

Head. 

Fair. 

Calms. 

serva- 
tions. 

True. 

Per  cent. 

N'd. 

S'd. 

49°  30' \  5° 

OO'to 

49     30    10 

00 

w. 

192 

0.0 

192 

0.0 

0.0 

0.0 

100.0 

0.0 

12 

From  long, 
(    5°  W, 

49     30    15 

00  d 

w. 

192 

30.2 

250 

12.6 

16.8 

16.8 

53.8 

0.0 

43 

50     40    10 

00 

From  long, 
\    10°  W. 

49     30    15 

00  c/ 

W.  by  S.  1  S. 

202 

36.1 

275 

16.5 

15.5 

17.5 

50.5 

1.9 

105 

48     08    20 

00 

w.  s.  w. 

213 

37.1 

293 

14.0 

10  30.8 

23.8 

31.4 

2.8 

74 

46     45   25 

00 

w.  s.  w. 

219 

24.0 

272 

9.0 

w;22.5 

7.5 

61.0 

3.1 

■    67 

45     18   30 

00 

w.s.w. 

226 

29.3 

292 

10.8 

18.0 

w  24.0 

47.2 

7.0 

92 

45     18   35 

00 

w. 

211 

22.7 

259 

6.6 

15.5 

w  20.9 

57.0 

2.1 

91 

45     18   40 

00 

AV. 

211 

28.8 

270 

9.0 

12.0  \w  28.5 

50.5 

9.2 

71 

43     49   45 

00 

•  W.S.W, 

232 

18.9 

276 

5.5 

m;18.7 

16.5 

59.3 

6.8 

78 

43     49  !50 

00  d 

w. 

215 

19.6 

256 

4.4 

w;20.9 

13.2 

61.5 

0.0 

91 

42     19    55 

00 

W.S.W. 

237 

17.0 

277 

3.6 

13.2 

w;19.2 

64.0 

8.5 

89 

40     46 

60 

00 

W.S;W. 

244 

22.1 

298 

5.5 

lu  25.3 

15.7 

53.5 

4.4 

94 

40     46 

65 

00 

W. 

225 

16.3 

261 

6.4  w  14.8 

12.8 

66.0 

3.2 

64 

40     46 

70 

00  d 

W. 

225 

26.8 

285 

9.1 

m;21.0 

16.7 

53.2 

3.6 

143 

40     27 

74 

00  d 

W.JS. 

183 
2843 

24.4 

226 

9.0 

m;23.0 

11.0 

57.0 

2,1 

97 

T: 

8540 

ROUTES  TO  AND  FROM  EUROPE. 


299 


Average  sailing  distance,  from  5°  W.,  by  this  route,  3,707  miles;  and  from  10°  W.,  coming  out  of 
Liverpool,  3,540.  The  aggregate  of  adverse  winds,  expressed  in  their  equivalents  of  winds  dead  ahead, 
give  697  miles  from  Liverpool,  and  687  from  the  Channel,  for  the  average  number  of  miles  to  be  overcome 
by  a  dead  beat  during  the  voyage.  It  will  be  observed  that  the  most  difficult  parts  of  the  route  are 
between  longitudes  15°  and  20°,  25°  and  30°,  and  35°  and  40°  W.;  and  that  calms  are  most  prevalent 
between  longitudes  25°  and  30°,  35°  and  45°,  and  50°  and  55°  W. 


Europe  to  Neiu  York. — February. 

DISTANCES. 

WINDS;  PER  CENT. 

Longitude. 

Course. 

Total  No. 

Latitude. 

True. 

Per  cent. 

Average. 

• 

Head. 

SLANTS  FROM 

Fair. 

Calms. 

observa- 
tions. 

N'd. 

S'd. 

49°  00' 

dlQ°  OO'to 

47     38 

15     00 

w.  s.  w. 

216 

9.9 

237 

1.9 

w  20.9 

0.0 

77.2 

1.9 

52 

47     38 

20    00 

w. 

202 

18.8 

239 

5.6 

11.2 

m;19.6 

63.6 

1.4 

69 

47     38 

25     00 

w. 

202 

16.6 

235 

4.0 

15.0 

m;21.0 

60.0 

4.0 

103 

47     38 

30     00 

w. 

202 

24.8 

242 

6.3 

17.2 

w  25.4 

51.1  • 

4.3 

111 

46     12 

35     00 

w.s.w. 

225 

22.2 

275 

4.0 

IV  27.0 

24.0 

45.0 

4.9 

106 

46     12 

40     00 

w. 

208 

29.4 

269 

11.2 

12.8 

10  19.2 

56.8 

8.1 

65 

46     12 

45     00 

w. 

208 

17.1 

244 

3.0 

16.5 

w  22.8 

57.7 

1.5 

66 

44    44 

50    00  d 

w.s.w. 

230 

5.5 

242 

0.0 

9.1 

m;27.3 

63.6 

9.0 

12 

44    44 

55     00 

w. 

213 

23.9 

264 

8.8 

«;22.0 

16.5 

52.7 

2.3 

88 

48     15 

60     00 

w.s.w. 

234 

16.7 

275 

4.4 

10  25.3 

7.7 

62.6 

7.8 

96 

41     44 

65     00  c/ 

w.  s.  w. 

239 

20.9 

288 

6.0 

w;31.2 

8.4 

65.0 

0.0 

84 

40    44 

70     00 

W.byS.JS. 

233 

24.1 

290 

8.5 

m;27.2 

11.9 

52.4 

6.6 

62 

40     29 

74    00 

W.^S. 

184 

11.3 

204 

0.0 

u^21.1 

13.5 

65.4 

1.9 

106 

2796 

3304 

Average  sailing  distance,  from  10°  W.,  by  this  route,  3,304  miles;  for  308  of  which  the  winds  average 
ahead.  It  will  be  observed  that,  from  longitude  25°  to  35°,  a  vessel  is  more  liable  to  adverse  than  fair 
winds;  and  further,  that  in  this  month  the  winds  prevail  very  much  from  the  westward,  though  not  so 
much  so  as  in  some  of  the  other  months.     From  port,  steer  for  longitude  10°  in  latitude  49°. 

From  Captain  W.  S.  Stafford,  Ship  Leila,  after  a  winter  voyage,  1854-5. 

Dear  Sir:  I  have  herewith  the  pleasure  of  transmitting  you  the  journal  of  the  "Leila,"  from  Balti- 
more to  Rotterdam,  and  back  to  New  York.  Having  given  you  my  observations  upon  the  specific  gravity 
of  sea  water  my  last  voyage,  I  deemed  it  unnecessary*  to  repeat  them  this;  and,  moreover,  the  heavy  wea- 

*  I  regret  the  loss  of  these  observations  very  much.  Quantity  and  quality  are  both  in  demand;  the  one  cannot  be  too  good,  nor 
the  other  too  great,  with  regard  to  any  one  of  the  objects  upon  which  the  abstract  log  calls  for  observations.  I  cannot  have  observa- 
tions too  often  repented  along  the  same  route.  On  the  contrary,  the  oftener  the  better.  Nor  can  I  have  the  abstract  logs  for  too  many 
voyages.  And  it  should  be  understood  that,  when  a  navigator  receives  the  Charts,  and  hands  over  the  abstract  log  of  his  next  voyage, 
that  he  is  not  done ;  that  he  is  under  the  same  obligations  to  send  me  the  log  for  the  next,  and  the  next,  and  until  he  hears  from  the 
Observatory  the  cry  "enough."  Captain  Stafford  is  a  good  observer,  and  I  hope  he  will,  in  future,  omit  nothing  that  the  log  calls  for. — 
22d  February.     M. 


800 


THE  WIND  AND  CURRENT  CHARTS. 


ther  encountered  in  a  winter  voyage  to  Europe,  precludes  the  possibility  of  making  observations  with  any 
degree  of  satisfaction.  You  will  perceive  that  I  have  kept  something  to  the  northward  of  your  advised 
course  for  January,  upon  my  homeward-bound  passage,  and,  as  you  will  perceive,  have  made  one  of  the 
best  passages  of  the  season.  T  kept  pretty  nearly  between  the  courses  for  January  and  February.  [He 
arrived  12th  February;  25  days'  passage.] 

Should  you  have  anything  new  since  your  sixth  edition,  which  you  were  so  kind  as  to  forward  me 
last  June,  I  would  be  glad  to  receive  the  same. 


Europe  to  New  York. — 

March. 

DISTANCES. 

WINDS ;  PER  CENT. 

LoDgitude. 

Course. 

Total  No. 
observa- 
tions. 

Latitude. 

True. 

Per  cent. 

Average. 

Head 

SLANT. 

i  FROM 

Fair. 

Calms. 

N'd. 

S'd. 

49°  30' 

5° 

OO'to 

50     00 

6 

54 

W.N.W. 

79 

6.6 

85 

0.0 

m;16.6 

8.3 

75.1 

0.0 

12  )  iFrom 

50     49 

10 

00 

W.N.W. 

128 

15.4 

147 

3.0 

14.0 

14.0 

69.0 

2.7 

38  \ 

Channel. 

50     00 

13 

06 

w.s.w. 

128 

25.9 

161 

10.0 

16.4 

18.0 

55.6 

3.5 

110 

49     30 

15 

00 

w.s.w. 

79 

23.0 

97 

3.0 

w  38.0 

21.0 

38.0 

0.0 

67 

49     30 

20 

00 

w. 

195 

24.6 

244 

6.0 

w26.0 

23.0 

46.0 

0.0 

74 

49     30 

25 

00  d 

w. 

195 

17.5 

228 

3.3 

17.0 

w  25.3 

54.4 

2.2 

90 

46     05 

30 

00 

w. 

290 

26.5 

366 

9.0 

IV  30.8 

8.2 

52.0 

1.1 

90 

46     05 

35 

00 

s.w. 

208 

14.8 

238 

3.4 

15.4 

m;21.0 

60.2 

1.7 

59 

46     05 

40 

00 

w. 

208 

25.0 

260 

9.1 

7.0 

IV  25.0 

58.9 

1.2 

82 

46     05 

45 

00 

w. 

208 

22.6 

253 

6.0 

19.0 

20.0 

55.0 

1.5 

67 

46     05 

50 

00 

w. 

208 

12.6 

234 

6.0 

w    6.0 

3.0 

85.0 

0.0 

36 

45     00 

53 

^Od 

w. 

170 

10.0 

187 

0.0 

w  25.0 

0.0 

75.0 

8.3 

13 

44     37 

55 

00 

AV.S.W. 

61 

13.9 

148 

4.7  'm;  12.3 

8.4 

74.6 

0.9 

108 

43     08 

60 

00 

w.s.w. 

234 

8.9 

255 

0.9  'w  16.9 

8.9 

73.3 

5.3 

118 

41     36 

65 

00  cZ 

w.  s.  w. 

239 

17.3 

280 

4.2  'w  18.2 

14.1 

63.5 

4.1 

126 

40     02 

70 

00 

w.s.w. 

245 

17.2 

286 

4.1  ^w  18.8 

12.8 

64.3 

1.4 

200 

39     37 

71 

00 

w.  s.  w. 

65 

19.4 

77 

5.7  1     15.2 

14.4 

64.7 

2.0 

457 

40    27 

74 

00  d 

W.byN.fN. 

146 

20.7 

176 

5.5 

w  20.0 

15.6 

58.9 

3.0 

304 

3086 

3722 

Average  sailing  distance,  from  5°  W.,  by  this  route,  3,722  miles.  The  average  per  centum  of  adverse 
winds  is  equivalent  to  winds  dead  aliead  for  636  miles.  It  will  be  observed  that  the  most  difficult  part  of 
this  route  is  between  longitude  10°  and  30°  W.,  where  there  are  few  calms,  but  a  great  prevalence  of 
westerly  winds. 


ROUTES  TO  AND  FROM  EUROPE. 


801 


r 

Europe  to  New  York. — 

April. 

DISTANCES. 

WINDS;  PER  CENT. 

Total  No. 

Latitude. 

Longitude. 

Course. 

observa- 

tions. 

Direct. 

Per  cent. 

True. 

Head. 

North. 

South. 

Fair. 

Calms. 

49°   30' 

5° 

OO'to 

49     30 

10 

00 

w. 

195 

9.0 

213 

5.5 

wll.O 

5.5 

78.0 

5.6 

19  )  From 

49     30 

15 

00  d 

w. 

195 

12.7 

230 

1.1 

14.7 

13.2 

71.7 

0.0 

89  )  Channel. 

' 

50    40 

10 

00 

49     30 

15 

00 

W.fS. 

205 

21.0 

248 

7.5 

17.1 

18.2    57.2 

4.0 

85 

46     06 

20 

00 

s.w. 

289 

9.8 

317 

9.8  'w  18.0 

13.2 

49.0 

7.5 

86 

45     00 

21 

34 

s.w. 

93 

11.9 

104 

2.5  \iv  14.3 

11.7 

71.5 

5.9 

125 

44    46 

25 

00 

W.|W. 

147 

15.1 

168 

0.0 

14.0 

m;33.6 

52.4 

5.7 

37 

45     00 

30 

00 

W.  i  N. 

147 

16.2 

171 

6.0 

7.5 

m;13.0 

73.5 

4.5 

70 

44    46 

35 

00 

W.iS. 

147 

16.8 

172 

6.7 

8.6 

m;10.5 

74.2 

1.0 

104 

44    46 

40 

00 

w. 

313 

20.2 

256 

12.4 

12.5 

w  22.9 

52.2 

2.7 

116 

44    46 

45 

00 

w. 

213 

27.5 

271 

7.1 

23.9 

24.0 

45.0 

2.7 

115 

44    46 

50 

00  d 

w. 

213 

18.7 

253 

5.2 

14.7 

to  17.3 

62.8 

69 

115 

43     16 

55 

00 

w.s.w. 

234 

22.9 

268 

8.2 

w;18.1 

10.0 

63.7 

10.1 

120 

41     43 

60 

00 

W.S.W. 

242 

14.3 

276 

4.1 

14.7 

w  26.2 

55.0 

4.1 

126 

41     43 

65 

00  d 

w. 

223 

22.4 

272 

6.5 

19.5 

19.5 

54.5 

7.5 

86 

40     27 

70 

00 

W.fS. 

240 

19.9 

268 

7.3 

wU.8 

12.8 

66.4 

2.5 

161 

40     27 

74 

00 

w. 

182 

15.4 

210 

3.6 

16.2 

m;19.8 

60.4 

7.1 

180 

2973 

3437 

Average  sailing  distance  from  5°  W.,  3,437  miles ;  average  per  centum  of  adverse  winds  equivalent 
to  winds  dead  ahead  for  464  miles.     Frequent  calms  in  this  month. 

Europe  to  New  York. — MAY. 


DISTANCES. 

WINDS;  PER  CENT. 

Total  No. 

Latitude. 

Longitude. 

Course. 

observa- 
tions. 

1 

Direct. 

Per  cent. 

True. 

Head.  North. 

South. 

Fair. 

Calms. 

Channel 

to 

50°  50' 

10° 

00' 

W.N.W. 

209 

7.8 

225 

2.8 

11.2 

2.8 

83.2 

5.5 

38 

50     50 

15 

00 

W. 

191 

17.6 

226 

5.5 

18.7 

11.5 

64.3 

1.1 

96 

50     50 

20 

00 

W. 

191 

13.2 

216 

4.4 

5.5 

15.4 

74.7 

6.7 

95 

50    50 

25 

00 

W. 

191 

8.2 

206 

0.0 

12.0 

9.6 

78.4 

0.0 

42 

50    50 

30 

00 

W. 

191 

20.5 

228 

9.6 

6.4 

12.8 

71.2 

3.2 

32 

49     30 

35 

OOd  W.S.W. 

209 

14.1 

237 

2.9 

5.9 

17.7 

73.5 

0.0 

17 

46    08 

40 

00 

S.W. 

286 

18.2 

337 

5.0 

20.0 

9.0 

66.0 

5.0 

104 

44    41 

45 

00 

w.  s.  w. 

228 

15.2 

261 

0.0 

24.0 

28.0 

48.0 

3.9 

58 

44    41 

50 

OOd 

w. 

213 

21.3 

258 

7.0 

9.8 

23.2 

60.0 

4.8 

195 

44    41 

55 

00 

w. 

213 

22.3 

260 

7.2 

13.7 

22.2 

56.9 

3.9 

160 

43     11 

60 

00 

w.  s.  w. 

234 

18.0 

276 

3.1 

15.8 

21.3 

59.8 

3.0 

170 

41     39 

65 

00 

w.  s.  w. 

239 

21.7 

282 

7.2 

17.1 

11.0 

64.7 

3.9 

189 

40     05 

70 

00 

w.s.w. 

245 

27.2 

310 

10.6 

17.1 

13.0 

59.3 

7.3 

281 

Port 

AV.iN. 

184 

10.0 

202 
3524 

2.5 

10.8 

14.5 

72.2 

4.0 

285 

3024 

From  Channel. 

2815 

3299 

From  Liverpool. 

Aim  to  make  a  straight  course  from  d  to  d. 


802 


THE  WIND  AND  CUBRENT  CHARTS, 


Captain  Oliver  Eldridge,  of  the  Liverpool  packet  ship,  the  Garrick — to  whom  I  am  indebted  for  much 
valuable  information,  and  who  is,  moreover,  a  most  zealous  and  efficient  co-operator  in  collecting  materials 
for  these  Charts — reports,  on  his  last  voyage  from  Liverpool,  two  deep-sea  soundings.  They  were  without 
bottom ;  but  they  are  the  first  I  have  received  from  a  merchant  ship,  and  I  quote  them  as  well  for  their 
value  as  for  the  example  which  they  afford  to  the  industrious  and  intelligent  navigator,  as  to  what  he  may 
do  in  assisting  men  of  science  to  solve  this  interesting  problem — the  depths  of  the  sea.  A  line  of  deep-sea 
soundings  hence  to  Europe  would  be  of  great  value  and  interest.  It  is  supposed  that  the  depth  of  the  sea 
in  that  quarter  is  not  very  great,  and  that,  therefore,  these  soundings  may  be  had  without  much  trouble  to 
those  who  may  be  disposed  to  undertake  them. 

The  following  is  from  the  abstract  log  of  the  Garrick,  on  her  voyage  from  Liverpool  to  New  York, 
May  and  June,  1852 : — 

"  30th  May.     Lat.  48°  5'  K. ;  long.  41°  39'  W.     Temperature,  55°. 
without  finding  bottom. 

"2d  June.     Lat.  45°  14'  N.;  long.  46°  36'  W.     Temperature,  48°. 
line,  and  a  strong  current  setting  S.  E.  by  E." 

His  distance  per  log  was  3,385  miles,  being  only  86  miles  more  than,  according  to  the  above  route  for 
May,  he  should  have  logged.  This  is  but  one  of  the  many  instances  that  I  continually  receive,  illustrative 
of  the  correctness  of  the  routes  recommended.  Steer  such  courses,  the  tables  say,  and  you  will  meet  on  the 
average  such  and  such  winds;  and  the  distance  which  you  will  have  to  sail,  in  order  to  accomplish  your 
voyage,  will  be  so  many  thousand  miles.  The  navigator  does  it,  and,  in  some  instances,  the  computed 
distance  and  the  actual  distance  by  the  log,  will  be  found,  after  a  voyage  of  4,000  or  5,000  miles,  to  differ 
only  a  few  leagues.  In  this  case  of  the  Garrick,  the  difference,  though  comparatively  large,  is  less  than  30 
marine  leagues. 

Europe  to  New  York. — June. 


Let  1,150  fathoms  line  run  out 


No  soundings  with  450  fathoms 


Long 

itude. 

Course. 

distances. 

WIND 

S;  PER 

CENT. 

Total  No. 

Latitude. 

observa- 

tions. 

Direct. 

Per  cent. 

True. 

Head. 

North. 

South. 

Fair. 

Calms. 

Channel 

to 

48°  18' 

10° 

00' 

w.s.w. 

213 

29.4 

276 

9.1 

16.9 

85.1 

0.0 

78 

44     52 

15 

00 

s.w. 

292 

12.1 

327 

1.7 

21.0 

9.3 

8.4 

129 

41     13 

20 

00 

s.w. 

310 

2.4 

316 

0.0 

3.0 

6.0 

0.0 

33 

39     39 

25 

00 

W.S.W. 

247 

14.2 

281 

4.0 

18.0 

11.4 

0.0 

51 

39     39 

30 

00 

w. 

230 

23.2 

283 

7.1 

14.3 

22.0 

57.0 

4.4 

189 

39     39 

35 

00 

w. 

230 

12.5 

259 

0.0 

12.0 

20.0 

68.0 

5.6 

200 

39     39 

40 

00 

w. 

230 

26.0 

290 

11.0 

15.8 

17.8 

55.9 

8.4 

215 

39     39 

45 

00 

w. 

230 

18.2 

272 

5.0 

8.0 

24.5 

62.5 

3.4 

213 

39     39 

50 

00 

w. 

230 

13.2 

263 

2.8 

6.0 

22.8 

78.4 

2.5 

251 

39     89 

55 

00 

w. 

230 

22.3 

281 

7.2 

10.0 

22.3 

65.5 

4.1 

281 

41     13 

60 

00 

w.  s.  w. 

247 

20.4 

297 

7.6 

3.1 

22.0 

67.3 

0.9 

225 

41     13 

65 

00 

w. 

226 

25.3 

283 

8.0 

7.0 

86.0 

49.0 

8.8 

210 

40     28 

70 

00 

W.byS. 

231 

30.0 

300 

14.0 

7.5 

19.4 

59.1 

3.5 

235 

Port 

w. 

184 

19.3 

220 

6.2 

11.5 

23.3 

59.0 

2.7 

282 

3330 

3948 

A  tedious  time  of  the  year  is  the  month  of  June  to  the  homeward-bound. 


ROUTES  TO  AND  FROM  EUROPE. 


303 


Europe  to  New  York. — July. 


DISTANCES. 

WINDS;  PER  CENT. 

Total  No. 

Latitude. 

Longitude. 

Course. 

obserYa- 

tions. 

Direct. 

Per  cent. 

True. 

Head.  North. 

South. 

Fair. 

Calms. 

49°  40' 

5°  OO'to 

48     18 

10     00 

w.s.w. 

213 

15.6 

245 

4.2    25.0 

0.0 

70.8 

0.0 

24 

48     18 

15     00 

w. 

200 

23.0 

246 

5.5    27.5 

14.3 

52.7 

2.2 

94 

44    50 

20     00 

s.w. 

295 

14.2 

336 

1.6   27.8 

8.2 

62.4 

2.5 

125 

44    50 

25     00 

w. 

212 

37.8 

292 

15.0    15.0 

30.0 

40.0 

2.8 

36 

44    50 

30     00 

w. 

212 

18.5 

251 

5.0    14.9 

16.2 

63.9 

16.2 

93 

44    50 

85     00 

w. 

212 

11.0 

235 

3.0 

4.0 

14.0 

79.0 

7.4 

104 

44    50 

40     00 

w. 

212 

24.9 

264 

10.5 

5.6 

18.2 

65.7 

6.3 

151 

44    50 

45     00 

w. 

212 

14.8 

244 

5.4 

8.1 

8.7 

77.8 

4.7 

155 

44     50 

50     00 

w. 

212 

24.2 

263 

8.7 

10.0 

20.0 

61.3 

8.1 

173 

43     20 

55     00 

w.s.w. 

233 

20.0 

279 

5.5 

17.8 

17.1 

59.6 

5.4 

236 

41     48 

60     00 

w.s.w. 

240 

26.9 

305 

8.3 

21.2 

19.2 

51.2 

5.6 

263 

40     14 

65     00 

w.s.w. 

245 

35.0 

330 

13.6 

19.8 

21.3 

45.3 

8.4 

350 

40     14 

70     00 

w. 

230 

27.8 

294 

10.7 

10.8 

26.0 

52.5 

8.7 

314 

Port 

74     00 

w. 

183 
3111 

29.9' 

237 

11.2 

7.7 

35.9 

45.2 

4.2 

322 

3821 

From  Channel. 

2950 

3623 

From  Liverpool. 

Europe  to  New  York. — AUGUST. 


Latitude. 


Longitude. 


Course. 


49°  40' 

48  20 

44  55 

43  25 

41  54 

41  54 

41  54 

41  54 

41  54 

41  54 

40  20 

38  44 

40  20 

40  20 

40  20 


5°  OO'to 

10  00 

15  00 

20  00 

25  00 

30  00 

35  00 

40  00 

45  00 

50  00 

55  00 

60  00 

'65  00 

|70  00 

74  00 


w.  s.  w. 
s.w. 

W.S.W. 

w.s.w. 
w. 
w. 
w. 
w. 
w. 

W.S.W. 

w.s.w. 

W.N.W. 

w. 
w. 


DISTANCES. 


True. 


Per  cent. 


210 
291 
234 
238 
223 
223 
223 
223 
223 
244 
250 
250 
229 
183 

3244 


19.0 
22.4 
14.9 
15.6 
16.8 
21.4 
18.6 
18.1 
16.3 
17.9 
22.7 
10.8 
19.0 
16.3 


Average. 


250 
255 
269 
275 
260 
270 
264 
263 
259 
268 
306 
277 
272 
208 

.3696 


WINDS;  PER  CENT. 


Head. 


5.6 

7.2 
6.2 
1.7 
5.8 
6.0 
4.8 
5.6 
7.8 
3.5 
6.6 
2.0 
7.5 
7.0 


8LA.NT8  FROM 


N'd  or  E'd. 


11.2 

16.8 

26.4 

5.6 

12.4 

0.0 

28.9 

11.9 

11.6 

11.6 

15.0 

22.0 

12.0 

20.8 

9.8 

19.6 

4.2 

7.2 

19.5 

17.0 

12.6 

20.4 

7.0 

17.5 

9.6 

16.2 

8.0 

12.5 

S'd  or  W'd. 


Fair,    i  Calms. 


Total  No. 
observa- 
tions. 


66.4 

0.0 

60.8 

3.2 

81.4 

6.2 

58.5 

0.0 

71.0 

2.9 

57.0 

1.9 

62.4 

4.7 

65.0 

5.0 

80.8 

3.7 

60.0 

6.5 

64.4 

7.9 

73.5 

4.3 

66.7 

6.3 

72.5 

6.0 

36 

130 

17 

60 

35 

106 

133 

147 

166 

213 

164 

193 

336 

194 


804 


TUK  WIND  AND  CURRENT  CHARTS. 


Europe  to  New  York. — Septkmber. 

DISTANCES. 

WINDS;  PER  CENT. 

Total  No. 

Latitude. 

Longitude. 

Course. 

observa- 

tions. 

True. 

Per  cent. 

Average. 

Head. 

Nortli. 

South. 

Fair. 

Calms. 

49°  80' 

5° 

OO'to 

46     09 

10 

00 

s.w. 

284 

3.0 

292 

0.0 

10.0 

0.0 

90.0 

0.0 

20 

45     00 

11 

38 

s.w. 

98 

13.3 

111 

1.8 

19.8 

12.6 

65.8 

1.8 

57 

44     00 

15 

00 

w.  s.  w. 

155 

3.6 

160 

0.0 

0.0 

18.0 

82.0 

0.0 

17 

44     00 

20 

00 

w. 

216 

7.7 

231 

0.0 

22.0 

5.5 

72.5 

0.0 

18 

40     18 

25 

00  d 

s.w. 

814 

6.2 

333 

0.0 

7.7 

7.7 

84.6 

7.7 

14 

40     18 

30 

00 

w. 

229 

19.6 

274 

6.8 

18.7 

10.2 

64.3 

7.0 

62 

40     18 

33 

00 

w. 

143 

6.8 

152 

1.3 

8.8 

7.5 

83.4 

}az 

87 

39     42 

35 

00  cZ 

w.s.w. 

94 

14.0 

107 

6.2 

2.6 

11.3 

79.9 

89     42 

40 

00 

w. 

230 

15.2 

265 

4.4 

13.2 

13.2 

69.2 

0.0 

95 

39     42 

45 

00 

w. 

330 

14.2 

263 

3.2 

8.0 

20.8 

68.0 

7.7 

139 

39     42 

50 

00 

w. 

230 

16.7 

269 

6.3 

3.5 

16.8 

73.4 

5.1 

145 

89     42 

55 

00 

w. 

230 

13.9 

262 

5.6 

6.3 

10.5 

77.6 

3.6 

144 

40     39 

58 

00 

W.K.W. 

149 

16.1 

173 

4.4 

10.8 

16.0 

68.8 

4.0 

148 

38     45 

65 

00  d 

w.  s.  w. 

349 

14.0 

398 

3.5 

10.5 

16.1 

69.9 

3.4 

164 

40     20 

70 

00 

W.N.W. 

250 

19.1 

298 

6.5 

9.5 

16.5 

67.5 

5.4' 

194 

Port 

w. 

183 

16.4 

212 

6.3 

5.4 

20.7 

67.6 

4.5 

115 

3384 

3800 

The  routes  to  and  fro,  between  Europe  and  the  United  States,  do  not  require  any  written  explanation. 
If  tte  navigator  will  project  them,  and  then  consult  these  pages  and  the  Pilot  Chart,  he  will  never  be  at  a 
loss,  as  to  his  best  course  on  the  average.  In  projecting  these  tracks  on  his  Chart,  he  will  find  them  running 
sometimes  inconveniently  near  the  land  or  over  shoals.  Of  course,  he  will  not  infer  that  he  is  recommended 
actually  to  stand  over  such  places.  The  route  of  the  tables  being  intended  merely  as  a  guide,  from  which 
the  land,  as  well  as  the  winds  and  currents,  will  sometimes  turn  him  aside.  Navigators  who  pursue  these 
routes,  will  confer  a  favor  by  making  a  note  of  the  fact  in  their  abstracts,  accompanied  with  an  expression 
of  their  opinion  as  to  the  advantages  of  them ;  mentioning,  also,  whether  they  have  had  any  longer  or 
shorter  passages  than  vessels  sailing  about  the  same  time  without  the  "Wind  and  Current  Charts  on  board. 

I  have  already  the  pleasure  to  acknowledge  my  obligations  to  Captain  Oliver  Eldridge,  of  the  Eoscius, 
for  such  an  act  of  kindness.  Under  date  of  May  21,  1850,  he  writes:  "In  reply  to  your  inquiries  as  to  my 
opinion  in  regard  to  the  New  Sailing  Directions  and  Routes  recommended  by  yourself,  I  would  say,  that  as 
far  as  I  have  had  opportunity  of  judging,  I  think  they  will  be  of  great  advantage,  and  in  particular  to 
that  part  of  the  commercial  community  who  depend  upon  wind  as  a  propelling  power. 

"  On  my  last  passage  to  Liverpool,  I  think  it  was  lengthened  some  tivo  or  three  days  by  not  following 
more  closely  the  directions  recommended  by  you,  in  your  No.  for  January,  1850;  as  a  ship  that  left  New 
York  with  us,  kept  in  company,  or  nearly  so,  to  the  longitude  of  25°.  The  wind  then  came  out  ahead;  we 
stood  on  the  southern  tack,  and  she  on  the  northern  (as  recommended  by  you).  The  wind  afterwards  came 
N.  N.  E. ;  she  brought  up  to  Cape  Clear,  and  we  200  miles  south  of  it." 


ROUTES  TO   AND   FROM    EUltOPE.  S05 


Capt.  Samuel  Clark,  of  the  James  Wriglit,  in  a  letter  of  May  9,  1853,  says:  "As  an  instance  of  tlieir 
use  [the  Pilot  Charts],  after  examining  them  in  Liverpool,  previous  to  the  last  passage  to  New  Orleans,  I 
made  up  my  mind  to  take  the  northern  route,  via  the  Hole  in  the  Wall,  and  the  southern  edge  of  the 
Banks  of  Newfoundland;  and  on  stating  my  intention  to  several  shipmasters  of  my  acquaintance,  they 
unanimously  told  me  that  I  should  miss  it,  and  that  they  should  take  the  trades  for  it.  And  although  the 
most  of  them  sailed  from  five  to  fifteen  days  before  me,  I  arrived  at  New  Orleans  four  or  five  days  before 
the  first  of  them,  and,  in  several  cases,  ten  to  fifteen  days.  On  the  3d  of  October,  I  dined  in  company  with 
a  New  Orleans  merchant,  who  was  interested  with  my  friends,  in  the  shipment  of  cotton ;  and  he  asked  me 
about  what  time  he  might  expect  me  in  New  Orleans.  I  told  him  that  I  expected  to  be  there  on  the  10th 
November,  and  by  the  abstract  that  I  presented  you,  you  will  see  that  on  that  day  I  was  at  the  mouth  of 
the  Mississippi.  It  was  my  intention  to  have  gone  to  the  northward  and  westward  of  Bermuda,  but  was 
prevented  by  light  westerly  winds,  when  I  had  expected  easterly  winds  ;  still,  you  will  see  that  the  daily 
distances  sum  up  under  5,000  miles,  which  is  near  1,000  less  than  the  common  route,  via  the  trade-winds 
and  the  south  side  of  Cuba.  You  will  see  by  the  inclosed  abstract,  that  I  made  the  return  passage  to  Liver- 
pool in  a  little  over  4,600  miles,  which  I  think  is  about  as  short  as  a  coUon  loaded  ship  can  well  make  it,  as 
they  have  to  make  a  free  wind,  of  what  a  stiff  heavy  loaded  ship  would  go  by  the  wind.  I  have  no 
abstract  of  my  passage  from  Liverpool,  as  the  weather  on  this  passage  has  been  so  variable  that  I  could 
not  keep  one  to  my  satisfaction  for  want  of  observations." 

So,  also,  Capt.  Myrick,  of  the  Diadem,  June,  1853 : — 

"I  am  firmly  convinced  of  the  utility  of  the  Pilot  Charts  of  Mr.  Maury,  in  shortening  passages  across 
the  Atlantic ;  and,  had  I  not  had  one,  should  have  probably  prolonged  the  passage  several  days.  In  con- 
sulting the  Chart  for  the  prevailing  winds  for  the  month,  I  found  that,  from  the  Azores,  the  wind  prevailed 
from  the  N.  E.  quarter  to  the  longitude  of  10°  west,  and  then  from  "W.  N.  W.  to  "W.  S.  W.  After  leaving 
the  Islands,  we  had  to  brace  sharp  up,  and  had  strong  breezes,  bringing  us  to  two-reefed  topsails ;  so  that, 
in  12°  west,  we  were  to  leeward  of  the  Straits  of  Gibraltar;  and,  had  I  not  had  a  chart  on  board  relating  to 
the  winds,  should  have  tacked  to  avoid  falling  upon  the  African  coast.  But,  having  firm  conviction  that  a 
different  wind  would  be  found  in  10°  west,  I  kept  on  the  port  tack  and  eventually  found  my  anticipations 
correct,  the  wind  hauling  to  the  westward  and  carrying  us  through  the  straits  with  a  fair  wind.  I  think 
every  master  should  provide  himself  with  the  Charts,  as  he  thereby  has  the  experience  of  many  in  a 
condensed  form ;  and  has  an  opportunity  of  placing  his  vessel  on  the  weather  side  and  avoid  falling  to 
leeward." 

Perhaps  some  navigators  may  have  an  opportunity  to  throw  further  light  as  to  the  green  patch  or  shoal 
to  which  the  following  extract  from  the  log  of  the  ship  Diadem,  Frederick  Myrick,  relates.  She  was  bound 
from  Mobile  to  Toulon,  1858. 

"May  6.  Lat.  87°  58'  N.;  long.  09°  10'  W.  Current,  two  knots  per  hour.  Barometer,  29.70.  Tem- 
perature, air,  66°;  water,  72°.  Winds:  first  part,  S.  S.  W.;  middle  part,  S.  W.;  latter,  W.  Strong  gales 
39 


806  THE  WIND  AND  CURRENT  CHARTS. 

with  rain.  A  heavy  bank  of  clouds  to  the  north,  passing  eastward.  Saw  blackfish.  I  expect  to  be  on  a 
bank  to-morrow,  as  I  have  always  found  green  water  and  low  temperature  in  longitude  65°  W. 

"May  7.  Lat.  37°  45' K ;  long.  65°  30' "W.  Current  the  same.  Barometer,  29.60.  Temperature,  air, 
60°;  water,  59°.  Winds :  first  and  middle  parts,  "W.  N.  W.;  latter,  north.  Fresh  gales,  with  passing  mist, 
showers,  and  lightning.  Green  water,  kelp-weed,  chips,  feathers,  blackfish,  porpoises.  Evidently  a  bank 
exists  here,  there  being  every  indication  of  soundings.  T  think  the  shoalest  part,  from  the  appearance  of 
the  water  on  former  voyages,  is  in  lat.  88°  50',  long.  65°  W. ;  have  always  found  the  same  indications  in  this 
longitude  on  repeated  voyages." 

And  again,  in  the  same  ship  on  her  return  to  New  York,  Captain  Myrick,  in  his  abstract  log, 
says : — 

"Oct.  13, 1853.  Lat.  39°  45' K;  long.  65°  00'  W.  Barometer,  30.00.  Air,  58°  ;  water,  58°.  AVinds: 
first  part,  W.  N.  "W".;  middle  and  latter  parts,  calm.  Begins  with  fresh  gales,  inclining  to  moderate.  6  P.  M. 
till  meridian,  light,  variable  airs,  and  calm,  cloudy  weather.  Green  water  full  of  bright  eyes  and  sun  squalls ; 
some  sprigs  of  gulf  and  rock -weed.  Ends  light  airs  from  S.  E.,  and  pleasant  weather.  It  is  my  opinion 
that  we  are  on  the  north  edge  of  a  bank  which  I  have  found  in  this  longitude ;  water  colder  farther  south 
on  former  voyages. 

"N.B.  I  am  firmly  of  the  opinion  that  there  is  a  bank  between  the  latitude  of  39°  30',  and  37°  00',  and 
longitude  65°  W.,  as  I  have  always  found  the  Avater  much  colder  than  the  surrounding  water.  There  appear 
to  be  very  irregular  currents  between  60°  and  55°  longitude ;  some  to  the  westward  and  others  to  E.  S.  E. 
I  think  there  must  be  some  very  irregular  formations  of  the  bottom  in  this  vicinit)'',  as  the  sea  is  always 
ranch  agitated,  streaks  of  very  green  water  and  blue." 


EXPLANATION  OF  THE  ROUTE  TABLES. 

Columns  1,  2,  and  3  (see  Tables  of  Eoutes,  pp.  293  to  304 ;  also  those  of  the  route  to  Rio)  explain 
themselves. 

Column  4  gives  the  distance  by  middle  latitude  sailing,  to  be  run  on  the  course  in  column  3,  when  the 

winds  are  fair. 

Column  5  shows  the  percentage  by  which  the  distance  in  column  4  is  to  be  practically  increased  on 
the  average,  by  adverse  winds.  The  numbers  in  this  column  are  obtained  upon  this  principle :  That,  if  a 
ship  sail  with  the  wind  dead  ahead,  and  within  six  points  of  it,  she  loses  62  miles  in  every  hundred— that 
is,  she  has  to  sail  100  to  make  38  miles  good ;  when  she  sails  within  4  points  of  her  course,  that  is,  when 
she  has  a  slant  wind,  that  will  allow  her  to  lay  within  4  points  of  her  course,  she  loses  29  miles  only  in  100; 
and  when  she  sails  within  two  points  of  her  course,  that  is,  when  she  has  a  slant  wind  4  points  from  the 
course  she  wishes  to  steer,  she  then  loses  only  7.6  miles  in  100.  In  other  words,  a  vessel  sailing  5  knots 
an  hour,  will  get  as  far  on  her  course  in  5 J  hours  with  a  slant  wind  4  points  from  her  course,  as  she  will,  at. 


ROUTES  TO  AND  FBOM  EUROPE.  307 

the  same  rate,  in  13  hours  with  the  wind  dead  ahead.  According  to  the  ratio  here  indicated,  the  2  and  4 
point  slant  winds,  have  been  reduced  to  their  equivalent  as  winds  dead  ahead,  and  this  equivalent  in  distance 
is  given  in  column  5. 

Column  6  shows  the  distance  in  column  4,  after  the  per  cent,  in  column  5  has  been  added  to  it.  It  is 
the  average  distance  to  be  sailed  from  point  to  point,  not  allowing  for  currents,  and  supposing  the  vessel  to 
sail  within  6  points  of  the  wind  when  close  hauled. 

Column  7  shows  the  average  percentage  of  winds  that  are  dead  ahead. 

Column  8  shows  the  average  percentage  of  slant  winds  from  the  northward  or  eastward  that  will  head 
a  vessel  off  the  course  given  in  column  3. 

Column  9  shows  the  average  percentage  of  slants  from  the  southward  or  westward  that  will  head  a 
vessel  off  the  course  given  in  column  3. 

Column  10  shows  the  average  percentage  of  winds  that  are  entirely  fair  for  the  course  given  in 
column  8. 

Column  11  shows  the  average  percentage  of  calms  for  each  district  of  5°  square  through  which  the 
course  in  column  3  leads. 

Column  12  shows  the  number  of  observations  from  which  the  figures  in  the  other  columns,  and  the 
courses  recommended,  have  been  obtained. 

"When  the  winds  are  fair,  and  the  vessel  is  near  the  route  recommended,  she  should  steer  straight 
from  d  to  d,  instead  of  making  a  zigzag  track,  as  by  the  projection. 

The  letter  vj,  where  it  appears  in  column  8  or  9,  means  that  that  side  is  the  windward  side.  But  it  is 
not  necessary  so  to  designate  the  windward  side.     It  is  obvious  from  mere  inspection. 

The  letter  e,  in  the  column  of  calms,  means  that  this  part  of  the  route  is  through  the  region  of  calms 
that  border  the  northeast  trade-winds,  north  and  south,  or  that  that  part  of  the  ocean  is  peculiarly  liable  to 
calms.  (See  Trade-wind  Chart) 

The  courses  given  are  true. 

It  will  be  perceived  by  the  tables  that  the  average  European  passage  in  February,  ought  to  be  nearly 
two  days  shorter  than  it  is  either  in  January  or  March. 

According  to  the  Pilot  Charts,  I  make  the  average  distance  to  be  sailed  by  a  New  York  packet  ship 
by  the  routes,  from  January  to  April,  not  estimating  for  the  set  of  currents,  to  be,  when  bound — 

To  Liverpool. 
In  January     3075  miles  to  10°  W.,  for  250  of  which  a  vessel  will  have  winds  dead  ahead. 


(I  ((  K  II 


February  3015     "  "      "  234 

March       3150     "  "      "  231  "  "  "  " 

April         3051     "  "      "  "        244  "  "  "  " 


308 


THE  WIND  AND  CUKRENT  CHARTS. 


To  English  Channel. 

In  January     3300  miles  to  5°  W.,  for  293  of  which  a  vessel  will  have  winds  dead  ahead. 
February  3245     "  "      "  261  "  "  "  " 

March        3448     "  "      "  249  "  "  "  .       " 

April         3275     "  "      "  265  "  "  " 

According  to  the  log-books  taken  at  random,  both  of  packet  ships  and  transient  traders,  I  find  the 
average  time  between  these  meridians  and  New  York  to  be  as  per  statement  subjoined: — 


When  bound  to  Liverpool,  aver- 
age length  of  passage  from  New 
York  to  10°  W. 

When  bound  from  Liverpool,  aver- 
age length  of  passage  from  10° 
W.  to  New  York. 

When  bound  to  English  Channel, 
average  length  of  passage  from 
New  York  to  5°  W. 

When  bound  from  English  Chan- 
nel, average  length  of  passage 
from  5°  W.  to  New  York. 

Month. 

Days' 
passage. 

Number  of 
passages. 

Month. 

Days' 

passage. 

1 

Number  of| 
passages. 

Month.          ^"y^'     Number  of 

passage,   passages. 

Month. 

Days' 

passage. 

Number  of 
passages. 

January 
February 
March 
April 

18 
20 
20 
21 

25       January 
18       iFebruary 
20       iMarch 
9       April 

33 
35 
31 
29 

16 
36 
41 

17 

1 

January 
February 
March 
April 

20 
23 
25 
22 

11 
6 

10 
6 

January 
February 
March 
April 

40 
41 
33 
30 

7 
13 
10 

2 

It  is  important  that  navigators  should  bear  in  mind  that,  when  the  winds  are  fair,  they  are  not 
expected  to  make  the  zigzag  track  of  the  Tables,  but  to  steer  straight  from  d  to  d. 


STEAM  LANES  ACROSS  THE  ATLANTIC. 

The  dreadful  calamity  which  befell  the  IT.  S.  mail  steamer  Arctic,  on  her  passage  from  Liverpool 
to  New  York,  in  the  month  of  October,  1854,  in  consequence  of  her  coming  in  collision  with  the  French 
steamer  Vesta,  in  a  thick  fog,  forty  or  fifty  miles  to  the  eastward  of  Cape  Eace,  first  appalled  the  public 
mind  with  its  enormity,  and  then  aroused  it.  Men  inquired  of  each  other  if  science  or  ingenuity  could  not 
devise  means,  or  invent  plans  for  preventing  the  recurrence  of  similar  accidents ;  or,  in  case  of  their  recur- 
rence, of  providing  against  the  terrible  loss  of  life  which  attended  the  foundering  of  that  nobleship.  01 
passengers  and  crew — men,  women,  and  children — there  perished,  on  that  occasion,  with  her,  to  the  number 
of  about  800,  owing,  in  a  great  measure,  to  improper  management,  and  to  the  dastardly  conduct  of  a  part 
of  the  officers  and  crew. 

Among  the  many  benevolent  persons  who  favored  the  public  with  the  results  of  their  thoughts  upon 
the  subject,  some  suggested  measures  remedial,  and  some  preventive.  Life-boats  and  life-preservers,  water- 
tight compartments,  station-bills  for  passengers  and  crew  to  "save  ship,"  were  among  the  remedial  plans; 
and  among  those  for  prevention  were,  fog-signals,  true  compasses,  rate  of  sailing,  lookout,  and  lanes,  or  a 
double  track  for  the  steamers  crossing  this  part  of  the  Atlantic,  viz.,  a  lane  for  them  to  go  in  and  another 
for  them  to  come  in. 


STEAM   LANES  ACROSS  THE  ATLANTIC.  309 

All,  or  any  of  these  plans  would,  if  adopted,  tend  more  or  less  to  diminish  or  mitigate  the  dangers  of 
steam  navigation,  and  the  risk  of  life  that  passengers  incur  at  sea ;  but  those  plans  which  tend  to  prevent 
accident,  rather  than  those  that  look  to  affording  relief  after  the  occurrence  of  accident,  seemed  to  come 
within  the  scope  and  objects  of  this  work ;  and  among  these  the  lanes  were  most  inviting.  It  will  be  found 
that,  by  establishing  a  lane,  or  strip  of  ocean  for  the  steamers  to  go  in,  and  another  for  them  to  come  in, 
the  liability  to  danger  from  collision  between  steamer  and  steamer,  steamers  and  sailing  vessels,  will  not 
only  be  lessened,  but  a  new  resource  upon  the  high  seas  will,  in  many  cases  of  wreck  and  disaster,  be 
afforded  to  those  in  distress. 

By  examining  Plate  XXI.  carefully,  any  one  may  satisfy,  himself  as  to  the  extent  to  which  the  adoption 
of  these  lanes,  will  lessen  the  liabilities — which  now  are  very  great — to  collision  in  fog,  between  steamers 
and  sailers.  The  curves  on  that  plate  show  that  fogs  and  calms  are,  along  these  lanes  at  least,  almost 
correlative  terms ;  that  is,  they  often  occur  together,  and  in  proportion  as  they  do  occur  together,  just  in 
that  proportion  accidents  from  collision  between  sailing  vessels  are  lessened ;  for  vessels  moved  by  canvas 
cannot  well  run  foul  of  each  other  in  a  calm,  and  in  calms  with  thick  fogs,  is  precisely  the  time  when  such 
vessels  are  in  the  greatest  danger  of  being  run  into  by  a  steamer ;  for,  being  helpless  then,  they  cannot  get 
out  of  the  way ;  consequently,  if  they  will  agree  to  avoid,  as  much  as  possible,  the  steam  lanes  as  they  are 
marked  on  the  chart,  by  making  it  a  rule  never  to  attempt  to  beat  along  in  them,  but  to  cross  them  quickly, 
when  they  have  to  cross  them,  and  to  edge  along  out  of  them  when,  being  in  them,  the  wind  changes  and 
comes  out  fair.  If  those  public  spirited  shipmasters  who  are  co-operating  with  me  will,  in  this  way,  lend  a 
hand,  by  giving  the  force  of  their  example  and  precept,  to  dedicate  to  the  use  of  the  steam  navigation 
between  Europe  and  America,  the  very  narrow  slip  of  ocean  included  within  these  lanes,  they  will  do 
much,  in  addition  to  what  they  have  already  done,  toward  improving  navigation,  and  lessening  the  dangers 
of  the  sea.  On  the  other  hand,  the  captain  of  every  steamer  should  as  scrupulously  aim  to  keep  within  the 
lanes,  and  never  to  suffer  his  vessel  to  get  out  of  them  except  she  be  compelled  to  turn  aside  on  account  of 
ice,  or  gales  of  wind,  or  unless  she  get  out  of  them  for  want  of  observations  after  a  succession  of  cloudy  days. 

I  earnestly  appeal  to  that  great  corps  of  observers  which  numbers  more  than  1000  seamen  who  act 
together  in  concert  upon  the  sea,  to  whom  I  owe  so  much,  and  to  whose  enlightened  zeal  and  generous 
labors  for  the  advancement  of  science  and  the  improvement  of  navigation  this  work  bears  witness,  to 
second  this  recommendation,  and  make  it  a  rule  to  observe  the  lanes.  This  appeal  is  made  especially  to 
those  who  are  in  the  European  trade.  They  will  render  a  service  to  be  most  gratefully  acknowledged,  if 
they  will  alwjiys,  whenever  they  enter  the  lanes,  either  make  haste  across  them,  or  run  obliquely  out.  of 
them,  according  as  their  course  may  lie,  or  as  the  winds  may  allow ;  and  when  they  do  find  it  necessary  to 
enter  one  of  these  lanes,  they  wiU  please  note  the  fact  in  their  abstract  log,  kept  for  this  ofiice ;  and  state 
also  the  time  and  distance  sailed  in  each  lane,  with  such  remarks  as  circumstances  may  suggest. 

The  more  sailing  vessels  will  agree  to  keep  out  of  the  lanes,  the  more  will  it  concern  the  steamers  to 
keep  in  them,  and  the  greater  becomes  the  danger  at  night,  or  in  a  fog,  to  the  hapless  sailing  vessel  that 
shall  needlessly  thrust  herself  into  one  of  them.  Practically,  their  adoption  will  be  attended  on  one  hand  with 
so  little  inconvenience  or  loss  of  time,  either  to  sailers  or  steamers;  while,  on  the  other,  it  will  be  attended 


I 


310  THE   WIND  AND  CIJ  BRENT  CHARTS. 

witli  SO  many  advantages,  and  so  much  less  risk  to  vessels,  crews,  and  passengers,  that  I  do  not  think  it 
necessary  to  add  another  word  to  induce  all,  I  hope,  who  follow  the  sea,  but  certainly,  and  at  least  those  who 
are  co-operating  with  me,  to  favor  the  lanes,  and  do  all  that  is  proper  to  establish  them. 

I  therefore  content  myself  with  laying  before  them,  for  their  information,  the  following  correspond- 
ence, and  to  say,  that  the  recommendation  therein  contained,  has  met  with  favor  from  the  right  quarter,  both 
in  Boston,  and  New  York,  and  with  every  sea  captain  with  whom  I  have  had  an  opportunity  of  consulting. 

From  Messrs.  John  S.  Sleeper,  C.  W.  Cartwrighl,  J.  IngersoU  Bowditch,  R.  B.  Forbes  and  others,  underwriters, 

ship-owners,  and  merchants  of  Boston. 

January  8,  1855. 
"Lieut.  M.  F.  Mauey,  National  Observatory.,  Washington. 

Sir:  In  connection  with  the  discussion  respecting  the  dangers  of  crossing  the  Atlantic,  and  the  modes 
of  diminishing  them,  we  have  observed  a  suggestion  contained  iu  your  letter  to  Walter  E.  Jones,  Esq.,  of 
New  York,  proposing  one  route  for  steamers  to  go,  and  another  for  them  to  come,  of  which  idea  you  cite 
our  fellow-citizen,  K.  B.  Forbes,  Esq.,  as  the  original  author. 

Permit  us  to  hope  that  this  project  may  receive  your  farther  attention,  and  that  you  will  prepare  a 
chart,  exhibiting  the  routes  suggested,  so  laid  off  as  may,  in  your  judgment,  best  answer  the  purpose  in 
view,  of  lessening  the  liability  of  collision,  without  materially  lengthening  the  passage. 

By  thus  carrying  out  a  proposition  which  strongly  recommends  itself  to  many,  you  will  add  another 
important  service  to  the  many  for  which  we  would  express  our  thanks." 

Reply  to  the  above,  dated  Feb.  15,  1855. 

"  Gentlemen  :  I  duly  received  your  communication  of  the  8th  ult.  requesting  me  to  carry  out  the 
proposition  contained  in  my  letter  of  the  8th  of  November  last,  to  "Walter  E.  Jones,  Esq.,  of  New  York, 
by  projecting  the  two  steam  lanes  across  the  Atlantic,  viz:  one  for  the  steamers  to  go  in,  and  the  other  for 
them  to  come  in. 

I  at  once  addressed  myself  to  the  task,  and  after  a  careful  examination  of  the  somewhat  ample 
materials  afforded  by  this  office,  I  have  at  length  the  pleasure  to  submit  charts  with  the  lanes  projected  on 
them,  together  with  other  matter  bearing  upon  the  subject. 

I  have  examined  a  number  of  the  logs  both  of  the  Collins  and  the  Cunard  lines.  The  part  of  the  ocean 
used  by  them  in  their  voyage  to  and  fro,  between  the  meridians  of  15°  and  65°  west,  is,  for  the  American, 
300  miles  broad,  and  for  the  English  150  miles  broad.  The  American  road-way  overlaps  and  includes  the 
English.  Consequently  there  is  a  breadth  of  ocean  300  miles  wide,  in  any  part  of  which,  a  sailing  vessel 
by  night  or  in  the  fog,  is  now  liable  to  be  brought  into  collision  with  the  steamers. 

Now  suppose  we  take  this  same  breadth  of  ocean  and  lay  off  a  lane  twenty  or  twenty-five  miles  broad 
near  its  northern  border,  and  another,  fifteen  or  twenty  miles  broad  near  its  southern  border,  and  recom- 
mend the  steamers,  when  coming  westwardly,  to  use  the  former,  and  when  going  eastwardly,  to  take  the 


STEAM   LANES  ACROSS  THE   ATLANTIC.  311 


latter;  would  not  the  adoption  of  the  recommendation  contribute  to  the  safety  both  of  steam  and  sailing 
vessels,  of  passengers  and  crews  ?     I  think  so. 

I  do  not  mean  to  create  the  impression,  by  anything  I  say  or  do,  that  the  adoption  of  these  lanes  would 
do  away  with  collisions,  or  call  for  less  vigilance,  or  relieve  in  any  manner  the  shipmaster  from  his 
obligations  to  look  closely  to  the  navigation  of  his  vessel,  to  be  watchful,  prudent,  cautious,  and  careful. 
On  the  contrary,  he  must  never  relax  his  attention  to  the  seaman's  three  L's,  nor  slight  his  water  thermo- 
meter. The  adoption  of  the  lanes  will  simply  lessen  the  liabilities,  by  diminishing  the  chances  of  collision, 
and  to  that  extent  make  the  navigation  of  the  Atlantic  less  dangerous.  So  far  from  relaxing  attention  to  the 
log,  lead,  and  look-out,  these  lanes  call  for  increased  diligence  on  the  part  of  the  master,  for  that  breadth 
only  is  given  to  them  which  will  just  make  them  broad  enough  to  cover  the  probable  errors  in  latitude  of 
a  good,  careful  navigator,  after  he  has  been  two  or  three  days  without  an  observation.  A  narrower  lane 
would  be  forbidding,  from  the  difficulties  of  keeping  in  it ;  a  broader  lane  would  be  mischievous  by  relaxing 
its  calls  upon  the  attention  of  the  master  to  keep  his  steamer  in  it,  and  by  occupying  so  much  of  the  ocean 
that  sailing  vessels  would  not  so  willingly,  because  they  could  not  so  conveniently,  give  it  up  to  the  steamers. 

If  these  lanes  be  adopted  by  the  steamship  companies,  and  engraved  on  the  general  charts  of  the 
Atlantic  that  are  used  by  the  vessels  of  the  different  nations,  and  marked  as  they  are  on  the  chart  of  the 
Atlantic,  by  Blunt,  herewith  sent,  or  as  I  have  instructed  the  engraver  to  project  them  on  the  Track  Charts, 
series  A,  of  the  North  Atlantic,  and  as  they  are  on  Plates  XI.  and  XII.,  I  have  very  little  doubt  that  sailing 
vessels  would,  in  the  process  of  time,  make  it  a  rule  to  edge  off  from  the  lanes,  especially  at  night  and  in  thick 
weather.  In  the  first  place,  the  lanes  are  so  narrow  that  if  the  sailing  vessel  have  to  cross  them,  as  in  head 
winds,  and  in  the  progress  of  her  voj'^age  she  not  unfrequently  will,  she  will  be  but  a  little  while  in  them, 
and  her  master  will  then  know  on  which  side  to  watch  for  the  danger.  In  the  next  place,  if  his  course  lie 
along  the  lane,  and  the  winds  be  fair,  he  will,  as  night  comes  on,  or  as  the  weather  grows  thick,  begin  to 
think  of  the  steamers  and  collision,  and  his  own  responsibilities,  and  then  feel  much  more  comfortable  by 
edging  off  to  one  side  and  leaving  the  steam-track  clear.  . 

The  average  route  of  the  steamers  coming,  as  determined  by  the  abstract  logs  on  file  here,  crosses  the 
meridians  of  40°,  45°,  and  50°,  from  forty-five  to  sixty  miles  north  of  the  lane  to  America,  and  joins  it  on 
the  meridian  of  55°,  and  then  runs  nearly  along  with  it  to  Sandy  Hook. 

The  lane  coming  is,  therefore,  a  better  road  than  the  average  route  at  present  used,  and  for  these  reasons, 
viz :  It  is  thirty  miles  shorter ;  it  runs  so  far  south  of  Cape  Eace  and  the  Virgin  Eocks,  that  no  time  need 
ever  be  lost  in  turning  aside,  when  fogs  prevail,  to  avoid  these  dangers,  for  it  passes  one  hundred  miles 
south  of  Cape  Eace.  • 

This  statement,  without  any  explanation,  might  appear  paradoxical,  for  the  nearer  to  Cape  Eace,  the 
shorter  the  distance ;  yet,  practically,  it  has  not  proved  so,  because  vessels,  especially  in  the  fog,  as  they 
near  this  cape,  have  frequently  to  run  one,  two,  three,  or  more  hours  to  the  southward  to  be  sure  of 
clearing  it.  When  they  are  so  running,  they  are  not  making  much  headway  towards  their  port.  So,  on 
the  long  run,  the  attempt  to  shave  Cape  Eace  makes  the  average  distance  practically  greater  than  it  is  by 


312  THE  WIND  AND  CUKKEXT  CHARTS. 

the  lane.  Indeed,  it  is  greater  than  the  statement  above  implies,  for  the  distance  which  I  have  taken  as 
the  average  by  present  routes  is  measured  by  straight  lines  from  position  to  position,  at  noon. 

Congress  has  given  the  Secretary  of  the  Navy  authority  to  employ  three  vessels  in  assisting  me  in  my 
researches,  by  testing  new  routes,  and  perfecting  discoveries.  They  can  be  very  usefully  employed  just  at 
this  time.  Perhaps  he  may  find  it  convenient  in  the  spring  to  detail  one  or  two  of  them  for  this  service. 
If  so,  I  shall  urge  upon  his  attention  the  importance  of  completing  the  deep-sea  soundings  across  this  part 
of  the  Atlantic,  and  also  ask  for  an  examination  of  the  Virgin  Rocks,  with  the  view  of  planting  on  them, 
or  just  under  their  lee,  a  bell  buoy.  In  that  case,  this  lane  might  be  lifted  up  so  as  to  shorten  the  distance 
and  save  time  by  bringing  this  buoy  on  the  edge  of  it,  and  thus  provide  a  landmark  that  would  be  very 
useful  in  all  weather  and  to  all  classes  of  vessels. 

The  shortest  distance  possible  for  a  steamer  between  Liverpool  and- Sandy  Hook  is  3,009  miles;  the 
average  distance  actually  accomplished  is  3,069  miles,  and  the  distance  by  the  middle  of  the  lane  coming  is 
3,038.  There  is  also  another  recommendation  in  favor  of  this  lane  to  the  west,  which  is  this :  It  lies  along 
the  northern  edge  of  the  Gulf  Stream,  where  there  is  an  eddy  setting  to  the  westward  often  at  the  rate  of 
a  knot  an  hour.  On  the  average,  I  assume  that  the  set  of  this  eddy  will  amount  to  twelve  miles  a  day  for 
three  days  and  a  half,  or,  say  forty  miles.  This  makes  the  distance  by  the  lane  coming  practically  about 
2,998  miles;  or,  allowing  twenty  miles  for  detour,  we  shall  have  3,018  miles,  which  will  shorten  the 
average  time  of  the  passage  this  way  three  or  four  hours,  with  less  risk  of  collision,  and  less  danger  from 
Cape  Eace  by  the  way. 

It  may  be  urged  against  this  lane  that  it  cannot  always  be  followed  on  account  of  the  ice,  and  that 
inasmuch  as  it  crosses  the  Grand  Banks,  the  steamers  that  ply  in  it  may  now  and  then  run  down  a  fishing 
vessel.  The  reply  is,  that  as  far  as  the  fishermen  are  concerned,  they  are  now  liable  to  be  run  down  by 
the  steamers  both  going  and  coming.  Whereas,  with-  the  lane,  that  liability  is  incident  to  the  steamers 
alone  that  are  westwardly  bound,  and  the  fishermen  will  have  the  advantage  of  knowing  pretty  nearly 
where  the  steamer  will  pass,  and  which  way  she  will  be  coming.  And  as  for  its  being  obstructed  by  ice, 
so  as  to  compel  the  steamers,  as  it  occasionally  will,  especially  in  May  and  June,  to  turn  out  of  it  now  and 
then,  the  Erie  Canal,  of  New  York,  is  obstructed  by  ice  the  whole  of  every  winter,  but  that  does  not  prove 
it  to  be  of  no  value ;  it  only  shows  that  it,  like  this  lane,  would  be  of  more  value  to  commerce  if  it  were 
never  obstructed  by  ice,  or  anything  at  all. 

You  will  observe  by  looking  at  this  lane  upon  the  Blunt's  Chart,  that  the  Grand  Banks  afford  a  pretty 
good  landmark  which  can  be  used  in  the  thickest  weather.  Generally  the  water  thermonieter  is  found  to  fall 
as  soon  as  you  near  these  Banks :  it  is  generally  a  gCod  landmark  for  them.  The  eastern  edge  runs  north  and 
south,  and,  therefore,  affords  an  excellent  correction  for  longitude.  Having  ascertained,  by  the  lead,  when 
the  vessel  first  strikes  this  edge,  then  noting  the  soundings  and  the  distance  run  before  clearing  the  Grand 
Banks,  the  latitude  will  also  be  known  with  accuracy  sufficient  to  enable  the  navigator  to  decide  whether 
he  be  in  or  out  of  the  lane,  and  if  out,  on  which  side.  The  lane  crosses  the  Banks  near  their  greatest 
width,  275  miles.     If  a  steamer  be  crossing  there  in  a  fog,  and  in  doubt  as  to  her  position,  she  can  judge, 


STEAM  LANES  ACBOSS  THE  ATLANTIC.  313 

by  their  breadth  and  the  soundings,  pretty  nearly  as  to  latitude.  For  instance,  if  the  breadth  of  the  Banks 
■when  crossed  be  less  than  275  miles,  but  the  soundings  not  less  than  forty  fathoms,  the  vessel  has  crossed 
the  Bank  to  the  north  of  the  lane ;  but  if  she  find  herself  in  less  than  thirty  fathoms,  then  she  has  crossed 
to  the  south  of  it.  Should  she,  however,  find  herself  in  water  that  suddenly  shoals  to  less  than  twenty 
fathoms,  and  as  suddenly  deepens  again,  then  she  is  near  the  Virgin  Kocks,  or  the  rock  and  Nine-fathom 
Bank  to  the  east  of  them,  and  her  position  is  immediately  known. 

It  should  be  recollected,  however,  that  these  lanes  are  not  channel-ways  in  which  steamers  must  keep 
or  be  lost.  Gales  of  wind,  ice,  and  other  things,  will  now  and  then  force  a  steamer  out  of  them,  and  in 
such  cases  she  will  actually  be  where  she  is  now,  for  she  will  then  be  in  no  more  danger  than  she  is  now ; 
only  when  she  gets  back  into  the  lane  she  will  be  in  less. 

You  will  doubtless  observe  the  advantageous  position  of  the  fork  to  Halifax,  in  the  lane  from  Europe. 
As  this  lane  approaches  Newfoundland,  it  edges  off  to  the  south,  in  such  a  manner  as  to  render  it 
impossible  for  a  vessel  so  to  miss  her  way  as  to  get  ashore.  Suppose  a  steamer  attempting  this  lane  to  be, 
when  she  nears  the  Grand  Banks,  100  miles  out  in  position  (a  most  extravagant  case),  and  that  she  be  out 
on  the  Newfoundland  side,  she  would,  if  behaving  properly,  be  steering  parallel  with  the  lane,  and  if  bound 
to  New  York,  she  would  go  clear  of  Cape  Race.  But  she  might  be  bound  for  Halifax,  and  by  steering  west 
too  soon,  might  run  upon  the  land ;  but  recollect  that  the  lane  to  Halifax  turns  off  on  soundings,  and  a  west 
course  from  where  the  lane  from  England  strikes  soundings  on  the  Grand  Banks  will  take  you  clear  of 
everything.  So  without  the  most  gross  neglect  of  the  lead  and  all  the  proper  precautions,  which  it  is  the 
duty  of  the  shipmaster  to  take,  it  would  seem  impossible  for  him  to  run  his  steamer  into  danger  here. 

In  the  longitude  of  the  Grand  Banks,  the  lane  to  Europe  is  200  miles  south  of  the  lane  to  America. 
As  a  rule,  this  lane  for  the  eastern  bound  steamers  can*  be  followed  always,  admitting  that  an  exception 
now  and  then  in  practice  will  make  the  rule  general.  It  will  be  observed,  that  this  lane  runs  E.  15°  S. 
from  Sandy  Hook  to  the  meridian  of  70°,  where  it  takes  a  course  E.  12°  N.,  towards  its  junction  with  the 
arc  of  a  great  circ^  south  of  the  Grand  Banks.  Though  the  distance  by  this  lane,  from  Sandy  Hook  to 
this  junction,  is  a  few  miles  longer  than  the  direct  line,  yet  on  account  of  the  Gulf  Stream  it  is  in  time  the 
shortest  distance  that  a  steamer  can  take.     From  the  Capes  of  Delaware  it  is  obviously  the  shortest. 

The  distance  from  Sandy  Hook  to  Liverpool,  by  this  lane,  is  106  miles  greater  than  it  is  by  the  lane 
coming.  But  the  lane  going  is  in  the  Gulf  Stream,  which  of  itself  will  nearly,  if  not  quite,  make  up  for 
this  difference.  The  San  Francisco  steamer  was  wrecked  in  the  Gulf  Stream,  and  from  the  time  she  was 
disabled  till  she  was  abandoned,  she  drifted  at  the  rate  of  two  knots  an  hour.  When  the  Great  Western 
steamship  first  came  over,  she  stemmed  the  Gulf  Stream,  and  was  set  back  in  it  175  miles  during  the 
voyage.  Now,  from  the  Grand  Banks  west,  the  track  of  the  Great  Western  was  not  as  much  in  the 
strength  of  the  stream  as  this  lane  is,  for  she  passed  to  the  north  of  it.  This  trip,  too,  was  in  April,  when 
the  middle  of  the  stream  is  well  south.* 


*  The  thread  or  axis  of  the  Gulf  Stream  moves  up  and  down  in  declination  ns  the  sun  does,  being  farthest  north  in  Septem- 
ber, farthest  south  in  March.     Its  limits  are  not  accurately  described  on  any  general  chart  that  I  have  seen. 

40 


314  THE  WIND  AND  CURRKNT  CHARTS. 

I  may  be  excused  for  mentioning,  in  this  connection,  an  incident  relating  to  the  early  history  of  ocean 
steam  navigation.  After  this  passage  of  the  Great  "Western,  I  wrote  a  paper  on  the  achievements  of  the 
New  York  packet  ships,  and  pointed  out  on  a  chart  the  great  circle  route  from  New  York  to  England,  and 
commended  it  to  the  attention  of  those  concerned  in  this  new  navigation.  The  paper,  with  the  chart,  was 
published  in  the  Southern  Literary  Messenger  (Richmond,  Ya.),  for  January,  1839.  The  editor  sent  a  copy 
to  Captain  Hoskins,  and  he  ever  afterward  went  by  the  route  recommended  on  that  chart.  His  competitors 
stuck  to  the  old  rhumb-line  route,  and  from  that  time,  Hoskins  generally  beat  them,  this  way,  about  a  day : 
and  here  is  the  explanation.  They  were  set  back,  in  the  Gulf  Stream,  150  or  more  miles ;  he  was  set 
forward  forty  or  more,  by  the  eddy,  and  gained  some  50  or  60  additional,  by  the  great  circle,  which  made 
altogether  about  one  good  day's  sail  in  his  favor.  The  great  circle,  or  Cape  Race  route,  was  not  generally 
adopted,  however,  even  when  he  left  the  line  ;  and  it  has  been  mischievous  by  tempting  navigators  to  shave 
the  cape  too  closely. 

The  current  of  the  Gulf  Stream  is  not  only  in  favor  of  the  lane  going,  but  the  gales  are  more  favor- 
able, and  the  fogs  less  frequent  than  they  would  be  by  a  more  northerly  route. 

In  order  to  enable  you  to  judge  knowingly  as  to  the  relative  merits  of  these  two  lanes  in  this  respect, 
I  have,  with  the  help  of  the  most  willing,  zealous,  and  able  corps  of  assistants  that  one  ever  had,  and  such 
as  can  be  formed  only  of  navy  officers,  examined  and  discussed  abstract  logs  containing  observations  for 
no  less  than  46,000  days,  on  the  winds,  weather,  the  sea,  and  the  currents,  in  the  parts  of  the  ocean 
through  which  these  lanes  pass.  The  result  of  that  discussion  I  submit  herewith  for  information,  on  a 
chart  of  engraved  squares  (Plate  XXI.).  The  horizontal  lines  are  there  marked  as  per  cents.,  each  being 
counted  as  one,  and  every  fifth  one  being  a  little  more  heavily  ruled  than  the  rest.  The  vertical  lines, 
marked  70°,  65°  60°,  &c.,  are  meridians  of  longitude  between  which  the  lanes  pass.  Between  each  two  of 
these  meridians  arc  twelve  columns  for  the  twelve  months,  beginning  always  with  December,  the  first 
winter  month.  Thus,  the  navigator  wishes  to  see  what  is  the  most  foggy  month  in  th£  lane  to  America 
between  the  meridians  of  70°  and  75°.  He  finds  on  the  plate  the  fog  curve  for  that  SaSj'and  his  eye  is 
immediately  attracted  to  the  remarkable  peak  formed  by  this  curve,  in  the  July  column  between  these 
meridians;  the  meaning  of  which  is,  that,  according  to  the  averages  derived  from  these  46,000  days,  the 
probabilities  are,  that  if  he  were  to  pass  along  this  part  of  that  lane  one  hundred  times,  in  the  month  of 
July,  but  in  different  years,  he  would  find  it  foggy  twenty-eight  times ;  or,  in  other  words,  twenty-eight  per 
cent,  of  the  days  in  July  are  foggy  along  that  part  of  the  lane.  Casting  his  eye  farther  along,  he  will  see 
that  fogs,  at  certain  seasons  of  the  year,  are  astonishingly  prevalent  from  long.  55°  to  long.  45°  (on  the 
Grand  Banks),  and  when  he  comes  to  count  the  columns,  he  will  find  that  June  is  the  foggiest  of  month.'?. 
But  the  relief  and  the  consolation  is,  that  that  is  precisely  at  the  season  of  the  year  when,  day  light  is  the 
longest,  so  that  even  here  there  is  compensation. 

Now  he  looks  at  the  fogs  for  the  lane  going,  and  he  is  struck  with  the  more  modest  flexures  of  the  curve, 
and  particularly  with  the  fact  that  both  the  fog  curves  almost  invariably  come  down  to  the  zero  (0)  line 


STEAM   LANES  ACROSS  THE  ATLANTIC.  Sl6 

near  the  meridians.  la  other  words,  that  the  fogs  are  less  prevalent  ia  both  laaes,  during  the  autumn  and 
winter,  when  there  is  least  daylight. 

In  like  manner,  he  wishes  to  know  as  to  his  chances  for  meeting  with  a  gale  of  wind,  as  he  passes  along 
in  the  lane  to  Europe,  and  whether  these  gales  will  be  adverse  or  fair ;  in  other  words,  whether  they  will 
have  easting  or  westing  in  them.  Now,  he  sees,  under  the  head  of  "Lane  to  Europe"  (Plate  XXI.),  by  the 
curve  marked  "  fair  gales,"  that  the  most  stormy  part  along  this  line  is  between  the  meridians  of  35°  and 
40° ;  that  here,  in  January,  it  is  blowing  a  gale  of  wind  half  the  time  (fifty-two  per  cent.),  while  at  certain 
other  seasons  of  the  year  gales  seldom  or  never  occur.  But  these  gales  all  have  westing  in  them,  and  are, 
therefore,  fair.  The  preponderance  of  fair  gales  along  the  lane  to  Europe,  viz:  all  gales  having  westing  in 
them,  is  very  striking.  The  vessel  will  be  running  with  these  gales,  and  therefore  diminish  their  strength. 
In  like  manner  the  gentle  flexures  in  the  curve  marked  "  head  gales,"  denote  how  much  less  frequently 
gales  with  easting  in  them  are  to  be  met  with  in  the  regions  through  which  this  lane  passes.  Now  he  will 
be  struck  with  another  remarkable  physical  fact  which  experience  has  proved  and  these  statistics  have 
developed :  that  fogs  and  gales,  in  certain  parts  of  the  lanes,  seldom  come  together ;  for  instance,  as  the 
fog  curves  run  up,  the  gale  curves,  both  for  coming  and  going,  come  down,  and  vice  versa.  This  feature  is 
very  striking  all  the  way  from  the  meridian  of  25°  to  that  of  55°.  These  curves  are  both  suggestive  and 
instructive.  Others  have  been  added  to  show,  also,  the  per  cent,  of  calms,  rains,  and  thunder  and  lightning, 
by  each  lane. 

That  you  may  judge  also  as  to  the  relative  frequency  with  which  the  parts  of  the  ocean  in  which  these 
two  lanes  are  traversed  by  sailing  vessels,  I  have  projected  them  also  on  series  A  of  the  Wind  and  Current 
Charts. 

You  will  observe  by  referring  to  this  series,  that  the  part  in  which  the  lane  going  lies,  is  very  much 
frequented,  but  it  is  frequented  mostly  by  vessels  going.  (See  also  Plates  XT.  and  XII.)  Those  that  are 
coming  this  way,  that  is  to  the  west,  seek,  for  the  most  part,  to  avoid  the  Gulf  Stream,  either  by  going  to  the 
north,  or  by  taking  what  is  called  the  southern  route,  which  is  very  common,  especially  in  winter.  So  that 
steamers,  when  in  the  lane  going  to  Europe,  will  find  the  vessels  generally  all  bound  the  same  way,  and  like- 
wise in  the  lane  coming  to  America,  the  vessels  seen,  though  not  so  many,  will,  for  the  most  part,  be  steering 
to  the  westward.     And  when  all  are  bound  the  same  way,  collisions  are  rare. 

According  to  the  tables  given,  pp.  293  to  804,  the  best  routes  for  sailing  vessels  to  Europe,  as  there 
determined,  run  along,  for  the  most  part,  south  of  the  line  going,  until  you  reach  the  meridian  of  45°, 
between  which  and  40°,  they  cross  this  lane  and  run  along  between  it  and  the  other.  These  are  the  tracks 
that  are  projected  on  Plates  XJ.  and  XII. 

I  will  close  this  report  with  a  recapitulation  as  to  distances  and  courses  by  each  lane,  between  New 
York,  Halifax,  and  Philadelphia  on  one  side,  and  Gape  Clear  and  the  Scilly  Isles  on  the  other ;  first  begging 
leave  to  say  that,  according  to  my  computation,  founded  on  such  statistics  as  I  have  touching  the  velocity 
of  the  Gulf  Stream,  if  two  steamers  bound  for  Cape  Clear,  and  of  exactly  equal  speed,  were  to  start  from 
Halifax,  to  see  which  should  first  get  into  the  great  circle  part  of  the  lane  to  Europe  from  New  York,  and 


By  Great  Circle. 

2,351 

2,305 

2,948 

2,909 

2,882 

2,840 

2,192 

2,170 

2,789 

2,765 

2,723 

2,695 

2,754 

316  THE  WIND  AND  CURRENT  CHARTS. 

if  one  were  to  go  straight  for  it  by  steering  east,  and  the  other  were  to  follow  the  European  lane  from 
Halifax  as  projected  on  the  Chart,  this  one  would  reach  the  point  of  destination  quite  as  soon  as  the  other, 
the  drift  of  the  Gulf  Stream  compensating  for  the  greater  distance, 

DISTANCE  BY  LANE  TO  AMERICA. 

From  Scillj  Isles  to  Halifax    .        .        . 

"  "  Capes  of  Delaware 

".  "  Sandy  Hook     . 

From  Cape  Clear  to  Halifax    .... 

"  "  Capes  of  Delaware  . 

"  "  Sandy  Hook     . 

"  "  Do.  by  actual  average   . 

This  statement  shows  that  by  the  lane  to  America  the  distance  is  actually  shorter,  both  to  Sandy  Hook 
and,  we  may  infer  also,  to  the  Delaware,  than  the  average  distance  by  present  route;  for  the  route  actually 
pursued  by  the  steamers  now,  both  to  Sandy  Hook  and  the  Delaware,  may  be  considered  the  same  from 
Cape  Clear  or  the  Scilly  Isles,  as  far  west  as  long.  70°. 

DISTANCE  BY  LANE  TO  EUROPE. 

To  Scilly  Isles.  To  Cape  Clear. 
From  Halifax           .         .         .        .        .        2,436  2,285 

"      Capes  of  Delaware  .         .        .        3,024  2,873 

"      Sandy  Hook  .        .        .        .        2,980  2,829 

Besides  the  detour  from  the  great  circle  which  a  vessel  from  New  York,  Halifax,  Boston,  or  Phila- 
delphia would  necessarily  make  by  following  the  European  lane  to  Cape  Clear,  it  would  require  an  addi- 
tional detour  of  only  15  miles  for  vessels  bound  into  the  English  Channel  to  use  it  also  as  far  as  Cape  Clear. 
This  lane,  therefore,  will,  in  consequence  of  the  favorable  currents  of  the  Gulf  Stream,  put  a  vessel  into 
Southampton  quite  as  soon  as  she  could  reach  that  port  from  New  York  or  Philadelphia  by  the  great  circle 
route.  Vessels  from  Halifax  will  have  to  make  the  greatest  detour  of  any  by  adopting  the  lane  to  Europe;  but 
for  them  it  is  less  than  100  miles  out  of  their  way  as  they  now  go,  and  it  will  prolong  their  average  passage 
eastwards,  perhaps,  two  or  three  hours.  I  say  perhaps,  because  I  am  not  sure  but  that  the  steamers  from 
Halifax  and  New  England  are  set  back  by  the  cold  current  20  or  30  miles  on  the  route  now  used  for  the 
eastern  passage.  The  Gulf  Stream,  even  from  where  they  will  join  it  by  this  lane,  wilUliLset  them  forward, 
on  an  average,  40  or  50  miles  at  the  least.  It  seems,  therefore,  that  the  attractions  of  this  lane  as  it  regards 
safety  should  more  than  outweigh  the  probable  loss  of  an  hour  or  two  during  the  passage.  When  I  speak 
of  distances  by  the  lanes,  it  should  be  recollected  that  the  middle  of  the  lane  is  meant,  as  per  following 
table  of  courses  and  distances: — 


STEAM  LANKS  ACROSS  THE  ATLANTIC. 


MT 


liANE  TO  AMERICA. 


From  Scilly  Isles  to  Cape  Clear,* 

"     Cape  Clear  to  lat.  51°.23',  long.  15*.0' 

"     lat.  51°.23',  long.  15°.0'    to  lat,  51°.16',  long.  20°.0' 


"  51.16 

"  50.56 

"  50.23 

"  49.36 

"  48.33 

"  47.15 

"  45.38 
"(«.)45.00 

"  44.10 

"  42.40 

"  41.42 

"  40.30 

"  40.30 
"(a.)45.0 


20.0 

25.0 

30.0 

35.0 

40.0 

45.0 

50.0 

51.45 

55.0 

60.0 

65.0 


50.56 
50.23 
49.36 
48.33 
47.15 
45.38 
45.00 
44.10 
42.40 
41.42 
40.30 


25.0 

30.0 

35.0 

40.0 

45.0 

50.0 

51.45 

55.0 

60.0 

65.0 

70.0 


70.0    Sandy  Hook, 

70.0    to  Capes  of  Delaware, 

51.45  to  Halifax, 


LANE  TO  EUROPE. 


From  Capes  of  Delaware  to  lat.  39°.40',  long.  70<'.0' 
"     Sandy  Hook  to  lat.  39°.40',  long.  70°.0' 
"     lat.  39°.40',  long.  70°.0'    to  lat.  40°.31',  long.  65°.0' 


"  40.31 

"  41.09 

"  41.33 
"(J.)41.53 

"  43.55 

"  45.46 

"  47.18 

"  48.32 

"  49.30 

"  50.14 

"  50.45 


65.0 
60.0 
55.0 
50.0 
45.0 
40.0 
35.0 
30.0 
25.0 
20.0 


41.9 

41.33 

41.53 

43.55 

45.46 

47.18 

48.32 

49.30 

50.14 

50.45 


60.0 
55.0 
50.0 
45.0 
40.0 
35.0 
30.0 
25.0 
20.0 
15.0 


15.0   to  Cape  Clear 
"      Cape  Clear  to  Scilly  Isles 
"(J.)Halifax  to  lat.  43°.30',  long.  60°.0' 
"     lat.  43°.30',  long.  60°.0'    to  lat.  42°.30',  long.  55°.0' 
"       "      42.30      "        55.0        "        41.53      "        50.0 


Course. 

"W.  33°.7'  N. 
1°.55'  K 
2M7'  S. 

6.5 

9.50 
13.41 
17.45 
21.8 
25.10 
27.13 
19.45 
22.27 
14.34 
17.45 

0.43  S. 
W.  22.8    S. 

3.53  S. 

Course. 

E.  10°.46'  K. 
E.  14.29  S. 
.12.24  N. 
9.39 
6.5 
4.57 
29.6 
27.28 
24.4 
20.18 
16.21 
12.46 
9.17 
E.  4.34  K 
E.  27.39  S. 
E.  20.7  S. 
15.17 
9.28 


Distance. 
159  miles. 

187     " 


187  " 

189  " 

193  " 

199  " 

207  " 

216  " 

228  " 

83  " 

148  " 

236  " 

231  " 

236  " 

183  " 

249  " 

503  " 


Distance. 
236  miles. 
192     " 


237 
227 
225 
232 
251 
241 
226 
212 
206 
199 
192 
189 
151 
163 
181 
225 


*  The  courses  and  distances  are  for  the  middle  of  the  lanes.     See  Charts. 


318  •  THE  WIND  AND   CURRENT   CHARTS. 

Thus  it  appears  that  one  lane  will  practically  shorten  the  distance  from  Cape  Clear  to  Sandy  Hook 
and  the  Delaware,  by  30  miles,  while  the  other  prolongs  the  distance  going  to  Europe  75  miles,  which 
prolonged  distance,  when  measured  not  by  safety,  but  in  time  alone,  the  Gulf  Stream,  better  weather,  and 
diminished  frequency  of  fogs,  will  more  than  compensate  for.  In  my  judgment,  these  lanes,  if  properly 
followed,  will  make  the  average  length  of  passage,  as  determined  by  the  mean  of  all  for  the  year,  probably 
less  each  way,  certainly  not  more  than  an  hour  or  two  longer  than  it  now  is.  Individual  passages  coming 
will  perhaps  not  be  made  so  quickly  as  they  have  been,  but  on  the  average,  trips  will  be  shortened. 

For  a  better  understanding  of  the  whole  subject,  I  beg  to  refer  to  Plates  XI.,  XII.  and  XXI.,  and  have 
the  honor  to  be,  gentlemen, 

Yours  respectfully, 

M.  F.  MAURY." 

This  subject  is  one  of  interest  to  all  who  use  the  sea,  and  the  Board  of  underwriters,  of  New  York, 
requested  also  to  be  furnished  with  a  copy  of  the  above.  They  gave  their  sanction  to  the  recommendations 
therein  contained,  and  ordered  the  reports  and  maps  to  be  published  in  a  convenient  form  for  circulation. 
The  gentlemen  of  Boston  did  the  same.  The  following  letter  and  the  views  contained  therein,  to  the 
American  Chamber  of  Commerce,  of  Liverpool,  may  be  interesting  to  some : — 

U.  S.  Naval  Observatory  and  Hydrographical  Office, 

Washington,  Feb.  20,  1855. 
"7b  the  President  of  the  American  Chamber  of  Commerce,  of  Liverpool: — 

Sir  :  Nothing  that  tends  to  lessen  the  dangers  of  navigation  between  this  country  and  Europe,  can, 
I  am  sure,  fail  to  be  of  interest  on  your  side  of  the  Atlantic,  particularly  to  the  people  of  England,  and 
especially  so  to  the  merchants,  ship-owners,  and  underwriters  of  Liverpool. 

The  loss  of  the  steamer  Arctic  has  left  a  deep  impression  on  the  public  mind  in  this  country,  and 
caused  inquiries  to  be  set  on  foot  as  to  plans,  if  not  for  preventing,  at  least  for  lessening,  the  liabilities  to 
such  accidents,  and  to  collisions  at  sea  generally,  especially  with  steamers. 

Among  other  plans,  the  idea  of  a  double  track  for  steamers,  between  the  ports  on  this  side,  north  of 
the  Delaware,  and  the  ports  on  your  side,  north  of  the  Seine,  was  suggested ;  and  at  the  request  of  the 
merchants,  ship-owners,  and  underwriters  of  Boston,  I  have  undertaken  to  project  across  the  Atlantic  two 
such  "  lanes"  for  steamers ;  a  "  lane"  to  go,  and  a  "  lane"  to  come. 

After  patiently  wading  through  the  abstract  logs,  containing  observations  on  the  wind  and  weather, 
sea  and  currents,  for  not  less  than  46,000  days,  along  the  routes  proposed,  I  have  risen  froni  the  discussion 
refreshed  with  the  conviction  that  two  such  lanes  may  be  so  planned  and  projected,  that  the  steamers 
may,  by  adopting  them,  on  the  average  actually  speed  their  passage  one  way  and  probably  not  lose  time 
on  the  other— and  besides  this,  they  will,  if  adopted,  tend  to  make  the  navigation  of  the  Atlantic  more 
safe,  and  lessen  the  chances  of  collision  by  the  way,  between  steamer  and  steamer,  and  steamers  and 
sailing  vessels. 


STEAM  LANES  ACKOSS  THE  ATLANTIC.  819 

I  have  the  honor  to  inclose  to  you  for  the  information  of  the  Chamber,  and  of  all  whom  it  concerns, 
a  copy  of  the  Eeport,  with  its  accompanying  papers  to  the  Boston  people  on  the  subject.  The  lanes,  as 
there  projected,  are  narrow  at  the  beginning,  because  the  steamer  can  always  start  fair;  they  gradually 
widen  until  they  reach  their  greatest  breadth,  20  or  25  miles  for  the  lane  to  America,  16  or  20  for  the  lane 
to  Europe.  They  attain  their  greatest  breadth  as  they  approach  the  Grand  Banks— the  fog  region — where 
there  is,  on  account  of  the  want  of  observations,  usually  the  most  uncertainty  as  to  the  true  position  of  the 
vessel,  but  fortunately  these  lanes  run,  for  the  most  part,  east  and  west,  and  therefore  their  breadth  may  be 
regulated  according  to  the  probable  errors  of  latitude,  without  much  regard  to  those  of  longitude,  for  in 
parts  of  the  lanes,  vessels  may  be  several  degrees  out  in  longitude,  and  the  error,  though  undetected,  will 
not  put  them  out  of  the  lane. 

The  skilful  navigator  generally  knows,  within  a  few  miles,  what  the  latitude  of  his  vessel  may  be; 
the  uncertainty  amounting  usually,  to  not  more  than  ten  miles ;  but  occasionally  to  twenty  or  thirty,  or 
even  more,  according  to  the  weather  and  the  time  that  may  have  elapsed  since  the  previous  observation. 
When  the  sky  is  clear  enough  to  afford  the  necessary  observations,  the  latitude  may,  at  all  times,  be  known 
certainly  within  five  miles,  generally  less.  Admitting,  therefore,  on  board  the  steamers,  a  probable  error  of 
latitude  not  amounting,  except  in  rare  cases,  to  more  than  from  seven  and  a  half  to  twelve  and  a  half 
miles ;  we  shall  have  for  the  lane  to  America,  the  more  foggy  of  the  two,  a  breadth  of  twenty  or  twenty- 
five  miles  in  the  widest  part,  and  for  the  one  to  Europe  a  maximum  breadth  of  not  more  than  fifteen  or 
twenty. 

With  this  breadth  and  with  proper  care  and  attention  to  the  navigation,  the  steamers  will  generally 
be  enabled  to  keep  within  the  lanes.  Storms  and  ice,  or  a  succession  of  days  without  an  observation,  may 
now  and  then  lead  them  astray  or  put  them  out,  but  such  cases  will  be  exceptions  to  the  rule,  and  even 
when  they  occur,  the  steamer  will  be  in  no  more  danger  of  collision  than  she  is  now  daily  when  at  sea,  only 
when  she  gets  back  into  the  lane  she  will  be  in  less.  The  lanes,  therefore,  it  will  be  perceived,  have  been 
laid  off  to  suit  the  rule,  not  to  meet  the  exceptions. 

In  practice,  benefits  and  consequences  will  probably  flow  from  the  adoption  of  these  lanes,  which  are 
not  anticipated,  and  among  their  collateral  bearings,  I  may  be  allowed  to  mention  one  that  has  already 
been  suggested  by  a  friend.  It  is  with  regard  to  vessels  and  people  in  distress  at  sea.  Here  are  these 
two  highways  across  the  Atlantic,  along  which  steamers  will  be  passing  every  few  days,  perhaps,  in  time 
to  come,  daily.  Now  a  sailing  vessel  that  finds  herself  disabled  in  mid-ocean,  or  people  who,  in  that  part 
of  the  Atlantic  where  these  lanes  lie,  are  compelled  to  take  to  rafts  or  boats,  have  but  to  make  the  best  of 
their  way  to  the  most  convenient  lane,  where  they  may  certainly  expect  to  speak  a  steamer  and  make 
known  their  wants. 

So  altogether,  although  I  commenced  to  investigate  these  lanes  merely  as  a  device  tending  to  the 
prevention  of  collisions  at  sea,  I  find  them  in  this  point  of  view  standing  out  in  bold  relief,  as  a  new 
resource  in  the  middle  of  the  ocean,  which  sailing  vessels  will  have  in  case  of  distress  there. 

The  distance  between  these  two  lanes  on  the  meridian  of  the  Grand  Banks,  is  about  two  hundred 


320  THE  WIND  AND  CURRENT  CHARTS. 

miles;  the  northern  one  of  the  two,  passing  about  one  hundred  miles  south  of  Cape  Eace,  and  thus 
avoiding  the  dangers  and  delays  to  which  steamers  are  now  liable,  when  they  approach  the  cape  in  thick 
weather,  and  after  an  uninterrupted  succession  of  days  without  an  observation.  Owing  to  the  detour, 
which  the  steamers  that  try  the  great  circle,  and  aim  to  shave  Cape  Kace,  have  to  make  when  they 
approach  that  cape,  under  these  circumstances,  the  distance  sailed,  on  the  long  run,  is  actually  greater  than 
it  would  be,  if  they  were  to  adopt  a  route,  which,  like  the  lane  from  Europe,  would  not  pass  within 
one  hundred  miles  of  Newfoundland,  and  from  which  no  deviation  need  ever  be  made  to  avoid  the 
shore. 

Moreover,  this  lane  has  a  further  advantage  in  its  favor.  It  lies  more  along  with  the  eddy  of  the  Gulf 
Stream  than  the  Cape  Kace  route  does,  and  this  eddy  is  often  found  to  set  vessels  to  the  westward  at  the 
rate  of  eighteen  or  twenty  miles  a  day,  for  several  days  in  succession.  Moreover,  the  distance  by  the  lane 
from  Cape  Clear  to  Sandy  Hook,  is  only  twenty-eight  miles  greater  than  it  is  by  the  shortest  distance  that 
it  is  possible  for  a  steamer  to  make  between  the  two  places ;  and  it  is  thirty  miles  less  than  the  distance 
which  they  actually  do  make  on  the  average. 

The  distance  between  the  same  two  points  by  the  lane  to  Europe  is  only  seventy-five  miles  greater 
than  it  is  by  the  same  average,  with  these  conditions  additional  in  its  favor:  less  danger,  less  ice,  less 
foggy  weather,  and  consequently  clearer  skies,  better  navigation,  better  speed  and  more  safety,  and  last,  but 
not  least,  the  set  of  the  Gulf  Stream,  which,  in  the  long  run,  will,  I  am  induced  to  believe,  make  up  for  this 
difference  of  seventy -five  miles.  Indeed  according  to  the  computations,  that  the  data  before  me  enable  me 
to  make,  I  estimate  that  the  set  of  the  Gulf  Stream,  will  help  the  European-bound  steamers  along,  in  this 
lane,  at  the  rate,  taking  one  season  of  the  year  with  another,  of  one  hundred  or  one  hundred  and  twenty 
miles,  during  the  passage. 

These  lanes,  therefore,  may  be  adopted  with  signal  advantage  to  all  those  who  use  those  parts  of  the 
ocean  in  which  they  lie ;  and  much  depends  upon  the  course  which  Liverpool  may  pursue  with  regard  to 
them.  "We  look  to  her  shipmasters  and  owners,  to  her  merchants  and  underwriters,  for  co-operation  in 
this  humane  attempt  to  lessen  the  dangers  of  the  sea;  and  the  plan  is  so  simple  and  easy  of  practice,  that  I 
cannot  believe  we  shall  look  in  vain  to  good  men  anywhere,  for  sympathy  in  this  work.  Among  the  steps 
which  I  ask  leave  to  suggest  for  the  consideration  of  those  on  your  side  of  the  water,  that  are  interested  in 
this  scheme,  are  the  following : — 

Let  the  hydrographers  and  chart-makers  on  the  Continent,  as  well  as  in  England,  be  requested  to 
engrave  these  lanes  on  their  general  Chart  of  the  Atlantic,  with  a  note  recommending  steamers  to  use  them 
as  much  as  possible,  and  sailing  vessels  likewise  to  keep  out  of  them  except  for  crossing.  Let  owners  and 
companies  enjoin  the  same  upon  the  masters  of  their  vessels.  Let  underwriters  require,  as  a  condition  to 
insurance,  that  one  of  these  Lane  Charts  shall  be  on  board  every  vessel  insured.  And  let  shipmasters 
endeavor — those  of  sailing  vessels  to  leave  the  lanes  as  much  as  they  conveniently  can  to  the  use  of  the 
steamers — and  those  of  the  steamers  to  keep  out  of  the  way  of  sailing  vessels  as  much  as  they  can  by 
keeping  their  ships  in  the  part  of  the  ocean  thus  generously  abandoned  to  their  use.     By  these  means,  I 


NEW  YOBK  TO  NEW  ORLEANS.  321 

conceive,  tliese  lanes  may  gradually  be  established  as  the  recognized  routes  for  steamers.  If,  moreover, 
the  steamers  using  these  lanes  will  be  careful  to  record  the  proper  observations  as  to  the  wind,  weather, 
and  currents  encountered  in  these  lanes,  and  return  their  abstract  logs  regularly,  either  to  Captain  Fitzroy 
of  the  Marine  Department  of  the  Board  of  Trade,  London,  or  to  myself,  I  doubt  not,  in  the  course  of  a  year 
or  two,  we  shall  be  enabled  finally  to  decide  the  question  as  to  the  possibility  of  improving  the  location  of 
these  lanes.  They  have  been  laid  off  according  to  the  lights  we  have.  Experience  may  give  us  additional 
ones.  You  will  find  in  the  accompanying  papers  a  further  discussion  of  the  subject,  and,  therefore,  it  is 
useless  to  go  over  the  views  that  are  presented  there. 


New  York  to  New  Orleans. 

Oapl.  Wm.  C.  Berry  to  Lieut.  Maury — New  York,  Feb.  1,  1851. 

Having  had  long  experience  in  the  trade  between  New  York  and  New  Orleans,  I  herewith  furnish 
you  with  a  few  remarks  on  wind  and  currents.  For  the  last  six  years  I  have  commanded  the  ship  Vicks- 
burgh,  constantly  trading  between  these  two  ports.  In  making  the  passage  out,  after  passing  the  Hole-in- 
the-Wall,  I  have  frequently  found  a  current  from  1  to  3  miles  per  hour,  setting  to  the  eastward  through 
the  northwest  channel  of  Providence,  particularly  after  the  wind  has  prevailed  from  the  westward  a  few 
days.  This,  no  doubt,  has  been  the  cause  of  putting  a  number  of  vessels  on  shore  among  the  Berry 
Islands.  I  have  latterly  made  it  a  point  to  take  the  last  bearings  of  the  light  on  the  Hole-in-the-Wall, 
and  either  haul  up  or  keep  off  as  I  found  the  current ;  generally  running  on  a  west  course  until  quite 
down  with  Little  Stirrup  Keys,  then  steering  W.  by  N.  \  N.,  by  compass,  if  in  the  night,  until  I  was  up 
with  the  Great  Isaacs.  The  last  three  voyages,  having  reached  the  vicinity  of  the  Little  Isaacs  in  the  day- 
time, I  have  hauled  in  on  the  bank  between  the  western  Little  Isaacs  and  the  east  Brother  Rock,  and 
steered  S.  W.  by  W.,  by  compass,  which  has  brought  me  out  in  good  passing  distance  from  the  Moselle 
Shoal.  During  one  of  my  summer  passages  out,  after  passing  the  above  shoal,  I  was  compelled  to  anchor, 
and  remained  there  for  six  days.  The  wind  during  all  this  time  was  light  from  the  southward,  and  I  could 
not  help  remarking  the  regularity  of  the  current  setting  along  the  Bemini  Islands,  ebb  and  flow,  about 
two  miles  per  hour.  This  continues  as  far  as  Gun  Key,  when  it  is  broken  off  by  the  Gulf  which  sets  close 
into  the  Key.  From  this  point  up  to  Orange  Key,  when  close  in,  little  or  no  current  is  experienced, 
except  the  ebb  and  flow,  which  is  directly  off  the  bank.  In  crossing  the  Santaren  Channel,  the  current  is 
governed  greatly  by  the  winds  ;  with  strong  southerly  winds  the  current  sets  about  N.  N.  "W.,  two  miles 
per  hour ;  on  the  other  hand,  with  strong  northerly  winds,  little  or  no  current  is  felt.  After  leaving  the 
Double-headed-Shot  Key,  I  have  generally  hauled  over  for  the  Florida  Reef,  and  in  the  daytime  kept  close 
in,  when  I  have  frequently  found  an  eddy  current  setting  to  the  westward  from  1  to  1\  miles  per  hour. 
After  passing  the  Tortugas,  I  have  invariably  felt  a  southerly  current  until  I  bad  reached  the  long,  of  8i° 
41 


322  THE  WIND  AND  CUEEENT  CHAETS. 

30'  W.,  and  even  fartber  than  this  at  times,  as  will  be  seen  by  referring  to  my  journals,  particularly  in 
November,  1848.  Eeturning  from  New  Orleans,  I  have  always  made  it  a  point  to  keep  to  the  westward 
until  I  had  reached  the  long.  85°,  lat.  28°  before  keeping  off.  My  object  in  doing  this  is,  that  the  wind 
here  generally  prevails  from  the  northward  and  eastward,  and  that  the  current  generally  sets  to  southward 
and  eastward,  which  greatly  facilitates  the  passage.  After  rounding  the  Tortugas,  with  the  wind  from  the 
eastward,  I  have  generally  beat  down  on  the  Florida  side,  knowing  that  the  strongest  current  prevails  on 
that  shore,  unless  too  close  in.  From  Carysfort  Eeef  to  Mantanilla,  I  have  always  endeavored  to  keep  in 
the  centre  of  the  stream.  During  all  my  voyages,  I  have  made  it  a  rule  to  steer  from  Mantanilla  to  lati- 
tude 22°,  N.  by  "W.,  and  then  north  to  latitude  31°,  before  hauling  up  N.  E.  by  N.;  by  so  doing  I  have, 
with  a  few  exceptions,  kept  the  strongest  current.  On  some  other  occasions,  I  have  hauled  up  on  a  N.  E. 
by  N.  course,  when  in  latitude  30°,  longitude  79°  40',  and  have  soon  found  myself  on  the  eastern  edge  of 
the  gulf.  After  rounding  Cape  Hatteras,  it  is  advisable  to  keep  to  the  westward,  especially  in  the  winter 
season,  on  account  of  the  prevailing  westerly  winds. 


Sailing  Dieections  foe  the  Coatzacoalcos  Eivee. 

Capt.  Foster,  of  (he  Alabama,  to  Lieut.  Maury. 

Sailing  vessels  bound  for  the  Coatzacoalcos  ought  to  make  the  land  to  the  eastward.  This  precau- 
tion is  necessary  on  account  of  the  prevailing  trade- winds,  which  cause  a  strong  westerly  current;  also  in 
case  of  a  norther,  to  have  the  advantage  of  sea-room.  The  entrance  to  the  river  may  be  known  by  the 
vigia  or  tower  situated  upon  the  western  side;  likewise  from  the  sand  cliffs  extending  from  that  point  to 
the  westward. 

The  best  mark  for  crossing  the  bar  is  to  bring  the  tower*  to  bear  S.  f  W.  by  compass.  Having 
passed  the  bar,  haul  up  to  the  east  of  south,  and  steer  in  midway  between  the  two  points  that  form  the 
entrance  to  the  river.  The  wind,  after  crossing  the  bar,  often  falls  to  calm;  for  this  reason  it  is  necessary 
to  have  an  anchor  ready  to  let  go,  as  the  current  on  the  ebb,  even  in  the  dry  season,  sets  out  strong. 

The  extent  of  the  bar,  east  and  west,  is  about  220  fathoms,  and  the  width,  by  actual  measurement,  108 
feet.  The  bottom,  composed  of  sand  and  clay,  is  hard,  on  which  account  it  is  not  liable  to  shift.  It  forms 
in  hard  northerly  gales  a  narrow  barrier  of  breakers,  and  cannot  be  crossed  without  imminent  risk.  The 
depth  at  high  water,  on  full  and  change,  is  about  13  feet,  and  falls  as  low  as  10|-  feet.  The  general  depth, 
however,  is  twelve  feet,  from  which  it  suddenly  deepens  to  5  or  6  fathoms. 

Except  in  heavy  weather,  there  prevails  a  regular  land  and  sea  breeze.  The  latter  sets  in  between  the 
hours  of  9  A.  M.  and  noon. 

April,  1851. 


*  This  tower,  of  great  soliJity,  is  destiued  to  last  for  ageg. 


coast  of  africa.  828 

Passage  from  the  Cape  de  Verdes  to  the  S.  "W.  Coast  of  Africa,  with  Eemarks  upon  that  Section 

OF  the  Coast. 

Letters  of  Lieutenants  Foote  and  Porter. 

United  States  Brig  Perry, 

St.  Paul  de  Loanda,  May  17, 1851. 

Sir:  In  a  letter  addressed  to  the  commander  of  any  U.  S.  vessel  who  may  come  to  the  southern  coast) 

I  have  inclosed  a  copy  of  notes  drawn  up  by  Lieutenant  Porter,  who  has  cruised  on  the  southern  coast  of 

Africa,  severally  in  the  Marion,  John  Adams,  and  this  vessel. 

I  transmit  a  copy  of  these  notes  (which  fully  accord  with  my  own  observations  and  experience),  under 

the  impression  that  they  may  be  available  in  the  Hydrographical  Department. 

I  have  the  honor  to  be, 

Very  respectfully,  your  obedient  servant, 

ANDEEW  H.  FOOTE, 

Lieut.  Oommanding. 
Commodore  Lewis  Warrington, 

Chief  of  the  Bureau  Ordnance  and  Hijdrography. 

Lieut.  W.  C.  B.  S.  Porter,  U.  S.  K,  to  Andrew  H.  Foote,  Lieut.  Commanding  U.  S.  Brig  Perry. 

Loanda,  May  17,  1851. 

In  the  season  of  February,  March,  April,  and  May,  there  is  no  difficulty  in  making  the  passage  from 
Porto  Praya  to  Ambriz  in  thirty  days,  provided  the  run  from  Porto  Praya  to  Monrovia  takes  not  more 
than  eight  days. 

The  direct  route,  and  that  which  approaches  the  great  circle,  leads  along  the  coast,  touching  the  outer 
soundings  of  St.  Ann's  Shoals,  thence  to  Half-Cape  Mount,  to  allow  for  a  current  when  steering  for  Mon- 
rovia. From  there,  follow  the  coast  along  with  the  land  and  sea  breezes,  assisted  by  the  current,  until  you 
arrive  at  Cape  Palmaa;  keep  upon  the  starboard  tack,  notwithstanding  the  wind  may  head  you  in  shore 
(the  land  breezes  will  carry  you  ofi"),  and  as  the  wind  permits,  haul  up  for  2°  west  longitude;  cross  the 
equator  here,  if  convenient,  but  I  would  not  recommend  going  to  the  westward  of  it;  you  will  encounter 
westerly  currents  from  thirty  to  fifty  miles  a  day.  In  the  vicinity  of  Prince's  Island^  the  S.  W.  wind  is 
always  strong.  In  the  latitude  of  about  1°  30'  N.,  there  is  a  westerly  current.  Should  it  not  be  practicable 
to  weather  the  Island  of  St.  Thomas,  stand  on,  approach  the  coast,  and  you  will  meet  with  north  winds  to 
carry  you  directly  down  the  coast.  Our  Salem  vessels  malce  the  passage  from  the  United  States  in  56  days, 
arriving  at  Ambriz  in  May.  I  have  made  three  different  cruises  to  this  coast  in  the  same  season,  in  the 
Marion,  John  Adams,  and  Perry. 

The  impulsive  desire  to  attain  the  object  of  our  duty  will,  as  much  in  nautical  matters  as  others, 
mislead  our  better  judgment,  when  there  is  a  prospect,  or  any  temptation  to  success,  without  experience  to 
forewarn  us.     Thus,  our  vessels,  after  arriving  at  Cape  Palmas,  have  generally  gone  upon  the  port  tack, 


324  THE  WIND  AKD  CURRENT  CHARTS. 

because  the  wind  carried  them  towards  the  coast  or  Gulf  of  Guinea,  and  seemed  to  favor  them  for  the  port 
tack  the  most;  which,  on  the  contrary,  although  slowly  veering  towards  the  S.E.,  was  hauling  more  ahead, 
and  leading  them  off  into  a  current,  which,  under  a  heavy  press,  it  is  impossible  to  work  against.  The 
consequences  were,  they  had  to  go  upon  the  starboard  tack,  and  retrace  the  ground  gone  over.  On  the 
starboard  tack,  as  you  proceed  easterly,  the  action  of  the  wind  is  the  reverse,  and  it  allows  you  to  pursue 
the  great  circle  course. 

It  employed  the  Marion  eighty  odd  days  to  Kabenda,  a  port  200  miles  nearer  than  Ambriz ;  to  which 
port  (Ambriz)  from  Monrovia,  in  this  vessel  (the  Perry),  we  went  in  23 — making  31  from  Porto  Praya.  In 
the  John  Adams,  10  to  Monrovia,  and  46  to  Ambriz,  by  the  way  of  Prince's  Island;  about  10  of  which 
was  lost  working  to  the  south  of  Cape  Palmas.  From  Cape  Palmas  to  the  point  of  crossing  the  equator 
the  current  is  easterly — south  of  that  westerly. 

The  practice  along  the  coast  in  this  vessel  (the  Perry),  was  to  keep  near  enough  to  the  land  to  have  the 
advantage  of  a  land  and  sea  breeze,  and  to  drop  a  kedge  whenever  it  fell  calm,  or  we  were  unable  to  stern 
the  current.  Upon  this  part  of  the  coast,  near  the  Congo,  the  lead  line  does  not  always  show  the  direction 
of  the  current  which  affects  the  vessel.  On  the  bottom,  there  is  a  current  in  an  opposite  direction  from  the 
surface;  therefore,  before  dropping  the  kedge,  the  better  way  is  to  lower  a  boat  and  anchor  her,  which  will 
show  the  drift  of  the  vessel.  Between  Ambriz  and  the  Congo,  I  have  seen  the  under  current  so  strong  to 
the  S.  E.,  as  to  carry  a  24  pound  lead  off  of  the  bottom,  while  the  vessel  was  riding  \o  a  strong  S.  W. 
current ;  but  the  under  current  is  the  strongest. 

In  crossing  the  Congo,  I  would  always  suggest  crossing  close  to  its  mouth,  night  or  day ;  going  north 
with  the  wind  W.  N.  W.,  steer  N.  N.  E.,  with  a  five  or  six  knot  breeze,  when  you  strike  soundings  on  the 
other  side  you  will  have  made  about  a  N.  J  E.  course  in  the  distance  of  9  miles,  by  log  from  11^^  fathoms 
off  Shark  Point.  The  current  out  of  the  river  sets  west  about  two  knots  the  hour.  With  the  land  breeze 
it  is  equally  convenient ;  and  may  be  crossed  in  two  hours.  In  coming  from  the  north,  with  Kabenda 
bearing  N.  E.,  in  13  fathoms,  or  from  the  latitude  of  5°  48',  wind  S.  W.,  a  S.  S.  E.  course  will  carry  you 
over  in  four  hours  outside  of  Point  Padron ;  and  by  keeping  along  shore,  the  current  will  assist  you  in 
going  to  the  south.  Vessels  which  cross  to  seaward  from  latitude  of  5°  45',  and  9°  W.,  are  generally  six 
days  or  more  to  Ambriz ;  by  the  former  method  it  occupied  us  (the  Perry)  only  two  days. 


General  Eemarks  on  the  Passage  from  the  United  States  to  Ports  beyond  the  Equator.* 

It  has  now  [March,  1855]  been  about  eight  years  since  I  first  proposed  a  new  and  shorter  route  hence 
to  the  equator,  for  all  vessels,  whether  bound  around  the  Cape  of  Good  Hope,  Cape  Horn,  to  Eio,  or  to 
any  of  the  ports  of  South  America.     The  tracks  of  all  such  are  the  same  until  Cape  St.  Eoque  be  cleared. 

*  Originally  submitted  in  1849, 


ROUTES  TO  BIO,   ETC.  825 

The  W.  H.  D.  C.  Wright  (Jackson),  of  Baltimore,  was  the  first  vessel  to  try  the  new  route.  In  24 
days  from  Hampton  Eoads,  she  crossed  the  line  in  31°  "W.,  and  had  a  passage  of  13  days  thence  to  Kio. 
This  was  in  February,  1848. 

In  May,  she  went  out  again,  had  83  days  to  the  line,  which  she  crossed  in  33°  41'  "W.  In  3  days 
after,  she  cleared  St.  Eoque.  On  this  passage,  she  was  detained  6  days  by  calms  between  8°  30'  and  5°  N. 
But  she  had  no  difficulty,  it  will  be  observed,  in  weathering  Cape  St.  Roque.  This  trip  it  took  her  11  days 
to  clear  the  equatorial  calms,  which  she  found  between  9°  N.  and  3°  N. 

In  the  spring  of  1849,  she  went  out  again.  She  had  32  days  to  the  line  in  28°,  after  having  been 
delayed  9  days  by  calms  between  5°  K.  and  the  line ;  whence,  in  3  days,  she  again  cleared  Cape  St.  Roque. 
The  average,  therefore,  of  Captain  Jackson's  passages  to  the  line,  by  the  new  route,  was  30  days,  against  41 
by  the  old  route.  ^ 

The  Chicora,  the  Helena,  and  the  Midas  tried  this  route  about  the  same  time,  and  all  with  equal 
success ;  their  average  to  the  line  being  26  days  only. 

These  practical  demonstrations  of  the  advantages  of  the  route  which  I  had  pointed  out  were  not 
wanting  to  satisfy  me  of  their  value,  for  I  had  consulted  many  thousand  records  as  to  the  winds 
encountered  in  this  part  of  the  ocean  by  different  vessels  on  different  occasions.  These  records  show  the 
number  of  times  on  which  the  winds  had  heen  found  to  blow  from  each  point  of  the  compass  in  diiferent 
parts  of  the  ocean.  And  knowing  the  prevailing  winds  for  each  5°  square,  the  navigator  could  tell  what 
course  it  was  practicable  for  a  vessel  to  steer  through  these  squares,  as  well  before  as  after  the  trial  had 
actually  been  made. 

For  instance,  in  a  certain  square  of  5°,  I  obtained  the  records  of  700  vessels  during  the  month  of 
August  in  different  years.  Vessels,  bound  south  by  the  old  route,  were  in  the  habit  of  passing  through 
this  square,  always  aiming  to  make  a  S.  S.  W.  or  south  course  through  it.  And  of  these  700  records  as  to 
the  wind,  600  gave  the  wind  directly  ahead  for  the  south  or  S.  S.  W.  course.  To  convince  any  'one,  then, 
who  believes  in  the  records  examined,  that  a  vessel  in  this  part  of  the  route  to  Rio  would  generally  find  the 
winds  ahead,  did  not  require  that  a  vessel  should  be  sent  there  actually  to  try  it,  for  here  was  the 
experience  of  700  vessels,  600  of  which  had  found  the  winds  adverse  for  a  southerly  course. 

But  certain  navigators  were  not  disposed  to  look  upon  my  investigations  in  this  light.  Forgetting 
that  they  were  the  results  of  actual  observations,  these  persons  were  disposed  to  consider  those  results,  thus 
announced,  as  theories,  or  matters  of  opinion  of  my  own ;  whereas,  they  are  no  more  matters  of  opinion, 
than  the  fact  that  the  trade-winds  blow  is  a  matter  of  opinion.  They  are  nothing  more  or  less  than  the 
sum  of  the  experience  of  some  thousands  of  navigators,  as  to  winds  and  calms. 

The  effect  has  been  that,  though  many  shipmasters  have  at  once  perceived  the  bearing  of  these  results, 
and  the  correctness  of  the  conclusions  derived  from  them,  and  have  readily  adopted  them,  still,  others  have 
rejected  them  altogether,  or  only  partially  adopted  them. 

It  has  not  unfrequently  happened,  as  I  perceive  by  the  log-books  returned  to  me,  that  occasionally  a 
navigator  will  put  to  sea,  and  stand  boldly  out  for  the  new  route.  But  after  awhile,  the  wind  comes  out 
ahead.     He  then  gets  frightened,  abandons  it,  has  a  long  passage,  and  lays  the  blame  to  the  new  route. 


326  THE  WIND  AND  CURRENT  CHARTS. 

I  have  never  claimed  for  any  of  these  routes  an  exemption  from  liability  to  head  winds.  On  the 
contrary,  I  expressly  show  that  a  vessel,  by  any  of  the  routes  proposed  by  me,  is  liable  both  to  head  winds 
and  calms;  and  not  only  so,  J  have  shown  the  chances  of  both  against  her.  The  best  navigators,  even  in 
smart  ships,  may  now  and  then  have  tedious  passages  by  following  these  routes.  It  is  not  claimed  that 
they  will,  invariably  and  for  each  ship,  give  short  passages ;  but  it  is  claimed  and  has  been  proved  that,  in 
the  long  run,  they  will  give  very  much  the  shortest  passages. 

I  may  here  remark  that  I  have  never  yet  heard  of  a  navigator  complaining  of  the  new  route,  and  a 
long  passage  by  it,  but  what,  when  his  abstract  log  came  to  be  examined,  it  did  appear  that  the  fault 
was  quite  as  much  with  him  as  with  the  route.  For  instance,  I  have  drawn  (Plates  XI.  and  XII.)  certain 
lines  or  tracks  to  show  the  route  recommended.  These  lines  are  intended  to  show  the  route  that  vessels 
should  take,  not  the  track  that  they  should  make.  Vessels  taking  such  routes,  should  be  guided  by  these 
lines  as  to  the  general  direction  which  they  ought  to  pursue.  It  was  never  intended  that,  with  fair  winds, 
they  should  make  the  zigzags  of  these  lines.  But  some  navigators  have  inferred  that  there  was  virtue 
in  these  lines  themselves ;  that  they  must  be  followed  as  rigidly  and  as  closely  as  though  they  marked 
out  a  channel-way,  on  either  side  of  which  if  a  vessel  should  fall,  she  would  find  herself  in  difficulty. 
Accordingly,  abstracts  that  have  been  returned  to  me,  show  frequent  instances  wherein  vessels,  after 
having  been  headed  off  from  the  projected  track,  have  had  the  winds  perfectly  fair  for  pursuing  their 
straight  course  onward ;  yet  they  have,  nevertheless,  proceeded  to  make  a  head  wind  of  such,  and  to  beat 
back  out  there  on  the  open  sea,  for  the  purpose  of  getting  back  on  the  track  projected. 

Suppose  that  ship  A  makes  an  uncommonly  quick  run  to  a  given  port,  and  that  she  gives  her  track 
to  B  ;  B  attempts  it  but  is  headed  off.  Now  B,  from  this  new  position,  will  not  attempt  to  go  out  of  his 
way  to  get  actually  in  the  wake  made  by  A  ;  but  B  will  shape  his  course  by  that  of  A,  and  run  by  it; 
and  consider  that  he  is  following  it,  when  he  is  near  it.  This  is  what  I  wish  vessels  to  do  with  regard 
to  the  routes  that  I  have  projected  for  them.  Do  not  go  out  of  your  way  to  get  on  those  tracks,  but  con- 
sider yourself,  unless  specially  directed  otherwise,  to  be  in  good  position,  according  to  the  quantity  of 
sea-room,  when  you  are  within  one  or  two  hundred  miles  of  the  projected  track. 

Therefore,  when  you  are  near  the  projected  track,  consider  yourself  in  as  good  a  position  as  though 
you  were  actually  on  it. 

The  greatest  average  by  the  old  route  is  for  July,  which  is  48  days  ;  the  most  tedious  month  by  the 
new  route  is  August,  which  gives  37  days  as  the  average. 

When  a  vessel  finds  herself  pinched  for  room,  she  should  never  hesitate  to  pass  inside  of  Fernando  de 
Noronha,  and  vessels  bound  around  the  Cape  of  Good  Hope,  will  find  it  to  their  convenience  to  cross  the 
equator  somewhat  further  to  the  east  than  they  would  if  bound  to  South  America  or  around  the  "Horn." 

The  most  pertinent  question  for  the  navigator  to  ask,  with  regard  to  the  route  hence  to  the  southern 
hemisphere,  is  not,  "  Where  shall  I  cross  the  equator?"  but,  "  Where  shall  I  lose  the  N.  E.  and  where  get 
theS.E.  trades?" 

Hence,  it  will  be  observed  that,  by  following  these  Sailing  Directions,  vessels  will  occasionally  be 


A 


EOUTES  TO   BIO,   KTC.  822 

compelled  to  go  as  far  east  as  longitude  25°  W.;  but  this  is  north  of  the  equator,  and  in  those  regions  and 
months  when  and  where  the  N.  E.  trades  usually  fail. 

I  give,  with  all  their  mistakes,  the  passages  of  342  vessels  that  have  attempted  the  new  route ;  com- 
pared with  those  taken  at  random,  that  have  gone  by  the  old  route.  The  result  is,  that  the  routes  which  I 
have  proposed,  and  which  were  followed  by  these  342  vessel^ — many  of  them  doubtingly — have  reduced  the 
average  sailing  distance,  from  the  ports  of  the  United  States  to  the  equator,  as  much  as  two  weeks  for  some 
months,  and  10  days  on  the  average,  the  year  round. 

The  average  passage  to  the  line,  the  year  round,  by  the  old  route,  is  41  days;  by  the  new  31;*  thus 
exhibiting  a  saving  of  nearly  25  per  cent,  of  the  usual  time  under  canvas  hence  to  the  equator ;  which 
saving  is  among  the  first  fruits  of  the  Wind  and  Current  Charts,  and  of  that  system  of  investigation,  with 
regard  to  the  winds  and  currents  of  the  ocean,  that  the  patriotism,  intelligence,  and  public  spirit  of 
American  ship-owners  and  masters  have  enabled  me  to  pursue  with  such  signal  advantage  to  the  com- 
merce of  the  country,  and  which  is  now  attracting  the  attention  and  labors  of  the  maritime  world. 

Since  the  first  publication  of  the  Wind  and  Current  Charts,  the  materials  for  improving  them  have 
increased  with  great  rapidity.  These  materials  have  been  so  discussed  and  arranged,  by  the  officers  at  the 
Observatory,  that,  with  the  aid  of  the  Pilot  Charts,  the  navigator  may  now  calculate  and  project  the  path 
of  his  ship  on  an  intended  voyage,  very  much  in  the  same  way  that  the  astronomer  determines  the  path  of 
a  comet  through  the  heavens.  There  is  this  difference,  however;  the  Chart  with  its  data  shows  the 
navigator  that,  in  pursuing  his  path  on  the  ocean,  head  winds  and  calms  are  to  be  encountered,  which  will 
turn  him  aside,  or  retard  him  on  his  way ;  and  that,  therefore,  he  cannot  predict  with  certainty  the  place 
of  his  ship  on  a  given  day.  He  therefore,  in  calculating  his  path  through  the  ocean,  has  to  go  into  the 
doctrine  of  chances,  and  to  determine  thereby  the  degree  of  probability  as  to  the  frequency  and  extent 
with  which  he  may  anticipate  adverse  winds  and  calms  by  the  way. 

Thus,  in  the  five  degrees  square  of  the  ocean,  between  latitude  35°  and  40°  N.,  longitude  70°  and 
75°  W.,  the  log-books  of  4,387  vessels,  or  the  records  of  vessels  for  4,387  days  in  this  square,  have  been 
examined;  323  of  which  were  there  in  the  month  of  February  of  difi'erent  years. 

Now,  supposing  (and  there  is  no  reason  to  suppose  otherwise)  that  these  observations  give  a  fair 
average  as  to  the  prevalence  of  calms,  and  the  direction  of  the  winds ;  we  are  led  to  the  conclusion  that,  if 
one  of  these  vessels  had  attempted  to  sail  through  this  square  one  hundred  times  on  an  E.  S.  E.  course,  in 
the  month  of  February,  for  a  series  of  years,  she  would  have  had  6.2  calms,  fair  winds  85.5,  and  1.3  wind 
dead  ahead,  or  at  E.  S.  E. ;  that  she  would  have  been  headed  off  on  the  larboard  tack,  or  by  "  slant"  winds 
from  the  northward  and  eastward,  7.3  times ;  and  on  the  starboard  tack,  or  by  "  slant"  winds  from  the 
southward,  5.9  times. 

From  this,  the  navigator  will  see,  also,  that,  along  this  part  of  the  February  route,  the  northern  side  is 


*  This  was  written  and  published  several  years  ago.  Since  that  time  navigators  have  learned  to  follow  the  new  route  better. 
Twenty  days  is  now  not  an  uncommon  passage  from  New  York  to  the  line,  and  some  of  the  new  ships  talk  of  making  it  in  16.  It  has 
been  made  in  18. 


828  THE  WIND  AND  CURBKNT  CHARTS. 

rather  tlie  windward  side ;  and  that,  therefore,  when  winds  are  /ree,  it  is  better  to  keep  along  this  part  of 
the  route,  somewhat  to  the  north  of  the  projected  line. 

After  crossing  latitude  20°  N.,  longitude  40°  W.,  he  will  likewise  see  that  he  is  there  still  liable  to  be 
headed  off  by  winds  from  the  northward  and  eastward ;  and  that,  consequently,  when  the  wind  comes  out 
dead  ahead,  he  should  stand  off  on  the  starboard  tack ;  and  that,  when  the  winds  are  fair,  he  should  keep 
the  projected  track  to  the  southward  and  westward  of  him,  say  generally  40  or  50  miles. 

He  is  recommended  to  steer  straight  from  d  to  d  when  the  winds  are  fair  ;  and  when  he  gets  thrown 
off"  his  course,  instead  of  getting  out  of  his  way  to  get  back  to  the  projected  track,  he  should  be  guided  by 
the  Pilot  Chart,  and  run  parallel  to  this  track,  or  otherwise,  according  to  the  Pilot  Chart. 

Similar  tables,  with  complete  sailing  directions,  are  in  the  course  of  preparation  for  every  month,  and 
all  the  principal  routes  across  the  ocean. 

These  present  tables  from  that  publication  are  given  for  the  information  especially  of  those  navigators 
who  are  bound  on  voyages  beyond  the  equator. 

Those  who  desire  to  try  these  routes,  should  project  the  route  for  the  month  on  the  Chart  as  far  as  the 
equator;  arrived  there,  let  a  line  be  drawn  from  the  point  of  actual  crossing  to  Cape  St.  Augustine;  and 
then  aim  to  keep  this  line  under  the  lee,  so  as  to  have  it  at  least  20  or  30  miles  to  the  westward  when  the 
ship  crosses  the  parallel  of  6°  or  7°  south. 

After  that,  the  winds  haul  more  to  the  eastward,  and  there  will  be  no  difficulty  in  laying  up  S.  S.  W., 
or  even  as  high  as  south. 

If  the  ship  be  headed  off  to  the  west  of  her  course  or  to  the  west  of  said  line  to  St.  Augustine,  she 
should  take  advantage  of  the  first  "  slant,"  tack,  stand  east,  and  make  short  and  long  legs  until  she  can 
clear  the  land. 

This  part  of  the  route  is  the  turning-point  of  the  passage.  By  studying  the  Charts  as  well  as  the 
tables,  navigators  will  see,  that,  with  attention  and  management  between  the  equator  and  6°  south,  they 
will  have  little  or  no  difficulty  in  making  either  a  S.  S.  W.  course  good  on  one  tack,  or  an  east  course  on 
the  other ;  and  when  they  find  it  necessary  to  stand  to  the  eastward,  they  should  never  stand  farther,  unless 
they  can  make  southing  also,  than  to  bring,  20  or  30  miles  to  the  leeward  of  them,  a  straight  line,  drawn 
from  31°  on  the  equator,  just  so  as  to  clear  the  land  about  Cape  St.  Augustine.  In  this  part  of  the  route, 
more  than  in  all  others,  the  navigator  should  study  the  slants,  and  take  advantage  of  all  of  them. 

I  recommend  these  routes,  it  should  be  understood,  only  to  vessels  which  can  sail  within  six  points  of 
the  wind.  I  would  not  advise  any  vessel  that  cannot  do  this,  to  attempt  them,  for  she  will  be  apt  to  fall 
to  leeward,  and  then  she  will  find  it  difficult  and  tedious  to  get  up  again. 

There  are  other  parts  of  the  routes  in  which  it  is  also  necessary  to  study  the  "  slants."  For  instance : 
take  that  part  of  the  February  route  which  lies  between  the  parallels  of  20°  and  15°  N.  It  will  be 
observed  that  though  but  one  of  the  25  observations  from  which  this  part  of  the  route  is  determined,  gives 
the  wind  directly  ahead,  yet  that  8  per  cent,  of  them  are  "slant"  winds  from  the  eastward,  which  will  prevent 
a  vessel  8  times  in  100  from  lying  S.  S.  E.,  the  course  prescribed. 


^ 


ROUTES  TO   RIO,   ETC.  829 

After  crossing  15°,  it  will  be  seen  that  the  navigator  will  have,  if  the  observations  consulted  give  a 
fair  average  as  to  the  direction  of  the  wind,  neither  head  winds  nor  "  slants,"  until  he  gets  5°  N.  Thence 
to  the  equator  he  is  liable  to  be  headed  off"  to  the  westward  14.7  times  in  100.  He  should,  therefore,  in  this 
month  aim,  if  the  winds  allow,  to  keep  this  part  of  the  route  under  the  lee,  so  as  to  cross  5°  N.  to  the  east 
of  31°. 

By  slants,  I  mean  winds  that,  though  not  dead  ahead,  will,  nevertheless,  head  a  ship  off  her  course ; 
thus,  for  a  vessel  that  wishes  to  head  E.,  a  wind  at  N".  N.  E.  or  N.  E.  would  be  what  here  is  called  a  slant  wind. 

The  route  for  each  month  is  computed  according  to  the  doctrine  of  chances;  the  numbr  of  observa- 
tions from  which  each  part  of  the  route  is  calculated  is  stated  in  the  last  column,  "Total  number  of 
observations." 

It  will,  therefore,  be  perceived  that  some  parts  of  each  route  are  entitled  to  more  weight  than  others. 
Thus,  the  percentage  of  fair  and  adverse  winds  for  the  first  course  on  the  December  track  is  derived  from 
364  observations,  whereas  that  for  the  fifth  course  is  derived  from  only  26.  All  will  admit  that  364  give  a 
better  average  than  do  only  26  observations. 

It  must  be  farther  presumed  and  admitted  that  vessels  may  expect,  in  following  any  one  of  these 
routes,  sometimes  to  encounter  head  winds  and  calms,  and  have  long  passages. 

But,  taking  the  average  length  of  passage  by  these  routes,  the  data  of  the  Charts  lead  us  to  the  con- 
clusion that  a  fair  sailer,  under  good  management,  will  run  in  December  from  81  to  36  days  from  the 
Atlantic  ports  to  the  equator;  in  January,  from  30  to  35  days;  and  in  February  and  March,  from  19  to  27 
days,  against  41  days  by  the  old  or  usual  route. 

Navigators  who  are  disposed  to  try  these  routes  should  have  the  Pilot  Charts  on  board  ;  which  Pilot 
Charts  will  be  furnished  to  them  on  application,  either  at  the  National  Observatory  at  Washington,  or  to 
George  Manning,  No.  142  Pearl  Street,  New  York;  provided  the  applicant  will  agree  to  furnish  this  ofl5ce 
an  abstract  of  his  log  according  to  the  form  with  which  he  will  also  be  gratuitously  supplied,  and  which 
form  may  be  found  in  another  part  of  these  Directions. 

Vessels  from  other  ports  of  the  United  States,  besides  New  York,  are  recommended  to  make  the  best 
of  their  way  to  the  track  from  New  York.  They  should  generally  be  governed  by  the  winds  they  happen 
to  meet  as  to  where  they  will  intercept  this  track.  If  vessels  from  southern  ports  aim  to  intercept  it  to  the 
S.  of  33°  N.,  they  will  be  liable  to  encounter  the  calms  of  the  horse  latitudes. 

National  Observatory,  Washington,  December  14,  1849. 

In  the  above,  the  first  edition  of  the  Pilot  Charts  is  referred  to  for  illustration.  The  second  edition, 
which  is  now  (March  1855)  out,  contains  more  observations  for  this  part  of  the  route. 

In  coming  out,  especially  from  New  York  and  Boston,  with  fair  winds,  the  navigator  who  is  bound 
into  the  southern  hemisphere  will  do  well,  as  long  as  the  winds  are  fair,  to  stand  east,  and  not  to  attempt 
to  make  any  longitude  until  he  reaches  the  meridian  of  65°  or  60°  west.    This  should  be  done  only  when 
the  winds  are  fresh  and  fair. 
42 


330 


THE  WIND  AND  CUKEENT  CHARTS. 


Best  average  Routes  from  New  York  to  Rio,  and  Ports  beyond  the  Equator. 

New  York  to  Bio. — December. 


distances. 

WINDS;  PER  CENT. 

Longitade. 

Course. 

Total  No. 

Latitude. 

True. 

Per  cent. 

Average. 

Head. 

SLANTS  FROM 

Fair. 

Calms. 

observa- 
tions. 

N'd  or  E'd. 

S'd  or  Wd. 

From 

40°  27'K 

74° 

OO'to 

39    12 

70 

00 

E.S.E. 

200 

7.0 

214 

2.1 

7.2 

4.5 

86.2 

3.0 

364 

39    12 

65 

00  d 

E. 

233 

6.4 

248 

2.0 

5.0 

7.0 

86.0 

1.5 

195 

85    12 

60 

00 

S.E. 

338 

7.2 

363 

0.8 

8.8 

8.8 

81.6 

0.8 

119 

35    00 

59 

24 

E.S.E. 

31 

10.9 

34 

4.0 

7.0 

7.0 

82.0 

1.0 

100 

83    29 

55 

00 

E.S.E. 

287 

6.4 

252 

4.0 

0.0 

O.O 

96.0 

0.0 

26 

33    29 

50 

00  d 

E. 

350 

3.7 

259 

0.0 

0.0 

w    9.2 

90.8 

0.0 

44 

31    44 

45 

00  d 

E.S.E. 

275 

9.3 

300 

3.9 

7.8 

6.5 

81.8 

7.5  e 

75 

30    00 

43 

00 

S.E. 

147 

24.8 

183 

6.4 

16.8 

w26.4 

50.4 

2.4 

121 

25    00 

43 

00 

S. 

300 

9.6 

329 

2.0 

12.0 

12.0 

74.0 

6.0 

48 

22    16 

40 

00 

S.E. 

232 

9.0 

253 

3.4 

u;13.6 

0.0 

83.0 

3.4 

29 

20    00 

37 

34:  d 

S.E. 

192 

7.5 

206 

0.0 

w;19.5 

6.5 

74.0 

1.3 

79 

15    00 

35 

24 

S.S.E. 

325 

4.3 

339 

0.0 

w    7.2 

4.8 

88.0 

2.4 

42 

14    37 

35 

00  d 

S.E. 

33 

22.9 

41 

11.1 

wU.S 

0.0 

74.1 

0.0 

27 

10    00 

35 

00 

S. 

277 

1.4 

231 

0.0 

w    6.0 

0.0 

87.0 

0.0 

25 

5    00 

30 

00  d 

S.E. 

424 

13.1 

479 

2.0 

m;26.0 

14.0 

58.0 

10.7  e 

50 

Equator 

32 

04 

S.S.W. 

324 

3.0 

334 

1.4 

4.2 

0.0 

94.4 

4.0 

71 

Shortest  distance  to  the  equator  by  this  route,  3,918  miles  ;  average  distance  to  be  sailed  on  account 
of  adverse  winds,  4,115.  Ship  Bothnia,  Captain  Avery,  in  December,  1850,  accomplished  it  in  29  days,  and 
4,077  miles  per  log. 

It  is  only  about  in  the  proportion  of  1  to  2  that  a  vessel  in  this  part  of  the  ocean  can  make  a  S.  E. 
course  between  the  parallels  of  10°  to  5°  N.  Therefore,  vessels  going  the  December  route  should  generally 
aim  to  cross  10°  N.  to  the  east  of  35°  W. 

These  tables  have  been  before  navigators  for  several  years ;  ships  are  now  found  consulting  them 
daily,  and  shaping  their  course  by  them.  With  a  view  of  affording  practicable  examples  as  to  the  speed 
of  vessels  that  have  tried  this  route,  I  quote  tracks  from  logs  of  such  vessels,  taken  at  random. 


December  Trades. 

Clipper  Ship  Contest,  from  New  York,  bound  to  San  Francisco,  fifteen  days  out. 

Dec.  2,  1852.  Lat.  20°  44'  N. ;  long.  36°  30'  W.  Winds :  south,  south,  S.  S.  W.*  This  day  comes 
in  with  squally  weather  and  rain;  middle  part,  wind  all  about  the  compass  in  squalls,  with  heavy  rain ; 
latter  part,  light. 

Dec.  3.  Lat.  19°  52'  N. ;  long.  35°  32'  W.  All  this  24  hours,  light  airs,  variable  from  S.  S.  W.  to  S. 
S.  E.,  with  more  unsettled  weather;  ends  calm. 


*  In  these  extracts,  the  winds  are  (juoted  three  times  (first,  middle,,  and  latter  part)  for  each  day. 


I 


EOUTES  TO  RIO,  ETC.  831 

Dec.  4.  Lat.  19°  01'  K ;  long.  36°  31'  W.  Throughout  these  24  hours,  light,  baffling  airs,  from 
south,  S.  S.  E.,  and  west,  to  a  calm. 

Dec.  5.  Lat.  17°  24'  K ;  long.  36°  39'  W.  Winds :  S.  S.  E.,  S.  E.,  E.  S.  E.  Light  winds,  and  pleasant, 
trade-like  weather. 

Dec.  6.  Lat.  14°  22'  N. ;  long.  35°  26'  W.  Commences  with  fine,  settled,  pleasant  weather,  with 
moderate  trades  from  E.  by  S.  to  E.  by  N.  I  do  not  like  my  being  so  far  to  the  west ;  feel  as  though  I 
shall  be  bothered  to  fetch  by  the  cape  ;  but  I  shall  go  boldly  on,  and  do  the  best  to  make  a  run. 

Dec.  7.  Lat.  10°  35'  N. ;  long,  not  observed.  Comes  in  light  from  E.  by  S.  to  east  and  pleasant ; 
middle,  brisk  from  E.  by  N. ;  latter,  moderate. 

Dec.  8.  Lat.  8°  30'  N.;  long.  31°  34'  W.  Winds  :  E.  by  K,  E.  by  K,  S.  E.  Begins  with  pleasant 
trades,  with  fine  weather ;  middle  part,  fresh  and  cloudy,  with  a  swell  from  S.  E. ;  latter,  squally,  with  calms 
between  squalls. 

Dec.  9.  No  observations.  Wind:  E.  S.  E.,  E.  N  E.,  east.  First  part,  squally,  with  rain;  middle, 
brisk ;  ends,  next  to  a  calm.    Up  to  this  time  it  has  rained  every  day  but  four  since  leaving  port. 

Dec.  10.  Lat.  5°  01'  K. ;  long.  29°  30'  W.  Winds :  calm,  east,  S.  S.  E. ;  first  part,  calm  ;  middle 
and  latter,  light,  with  rain  squalls. 

Dec.  11.  Lat.  4°  3'  N. ;  long,  80°  00'  W.  Winds  :  calm,  calm,  east.  First  and  middle  parts,  calm, 
and  constant  rain  ;  latter,  light  breezes,  with  rain  squalls.  The  weather  very  sultry  and  hot,  as  much  so  as 
I  ever  experienced. 

Dec.  12.  Lat.  1°  52' N.;  long.  30°  17' W.  Winds:  S.E.  First  part  light  and  rainy;  middle,  squally, 
with  rain,  and  very  baffling;  latter,  moderate  and  pleasant.     Current,  12  miles  S.  E. 

Dec.  13.  Lat.  0°  26'  S. ;  long.  31°  06'  W.  Winds:  S.  E.,  S.  E.  by  E.  First  part,  light  airs ;  middle, 
baffling ;  latter,  fine,  settled,  trade-like  weatlier.  Crossed  the  equator  in  27  days  ;  think  I  have  done  well, 
for  the  chance  that  I  have  had  for  making  a  passage. 

Dec.  14.  Lat.  3°  37'  S. ;  long.  32°  07'  W.  AU  this  day  brisk  trades  from  S.  E.  by  E.,  to  S.  E.  by  S. 
Close-hauled. 

Dec.  15.  Lat.  6°  56'  S.;  long.  32°  50'  W.  Winds:  S.  E.,  S.  E.  by  E.  Moderate.  Middle  and  latter 
parts,  brisk. 

Dec.  16.  Lat.  10°  26'  S.;  long.  34°  15'  W.  Winds:  S.  E.  by  E.,  and  E.  S.  E.  First  part,  brisk 
trades  ;  middle  and  latter,  moderate  and  pleasant. 

Captain  Whitmore  to  Lieut.  Maury. 

San  Francisco,  March  26, 1853. 

Sir:  Inclosed  is  an  abstract  of  the  ship  Tingqua,  from  New  York  to  this  port,  which  I  forward 

according  to  your  request.     I  have,  on  this  passage,  followed  your  directions  as  near  as  possible,  and  have 

no  reason  to  regret  it.     Was  unfortunate  on  this  side  of  the  line;  but,  on  inquiry,  I  do  not  think  my 

crossing  could  have  been  better.     On  comparison  of  logs  with  other  ships,  I  find  I  gained  considerable  by 


332  THE  WIND  AND  CUKBKNT  CHARTS. 

being  in  shore  from  the  River  La  Platte  to  Cape  Horn.  A  ship  arrived  here  last  evening  from  Boston, 
had  64  days  to  the  line,  which  she  crossed  in  26°  longitude ;  and  a  number  have  come  under  my  observa- 
tion in  this  passage,  who  were  in  the  same  difficulty.  The  clipper  ship  Alboni  sailed  some  days  pre- 
vious ;  the  Living  Age,  Tuscany,  and  Sacramento  sailed  in  company  with  me,  and  have  not  yet  arrived.  I 
leave  this  port  for  Hong  Kong  on  the  29th  inst.,  and  during  the  passage  shall  make  all  the  observations 
practicable. 

Ship  Tingqua  (S.  D.  Whitmore),  New  York  to  San  Francisco.    Nine  days  out. 

Dec.  3, 1852.  Lat.  28°  23'  N. ;  long.  42°  10'  W.  Barometer,  29.90 :  temperature  of  air,  74°  ;  of  water, 
75°.  Winds,  throughout,  N.  N.  E. ;  fresh  breezes  and  fine  weather.  All  sail  set.  Barometer  rising,  and 
every  appearance  of  trade-winds,  although  I  do  not  expect  them  yet ;  if  so,  I  am  afraid  we  shall  have  them 
light,  and  far  to  the  southward. 

Dec.  4.  Lat.  24°  36';  long.  40°  00'.  Barometer,  30.00;  temperature  of  air,  78°;  of  water,  76°. 
Winds,  throughout,  from  N.  E. ;  moderate  breezes,  steady,  with  light  squalls  of  rain.  Barometer,  steady. 
Sure  of  the  trades.  Here  is  where  I  ought  to  have  struck  my  line  from  Sandy  Hook,  but  was  anxious  to 
get  to  the  eastward. 

Dec.  5.  Lat.  22°  16'  N.;  long.  39°  19'  W.  Barometer,  29.95 ;  temperature  of  air,  78° ;  of  water,  76°. 
Winds ;  first  part,  N.  N.  E. ;  middle  part,  E.  N.  E. ;  latter  part,  E.  S.  E.  Commences  light,  baffling  breezes, 
and  fine  weather ;  throughout  the  night,  light,  baffling  airs. 

Dec.  6.  Lat.  19°  23';  long.  39°  27'.  Barometer,  30.00;  temperature  of  air  and  water,  each  79°. 
Winds :  first  part,  E.  S.  E. ;  middle  part,  S.  E. ;  latter  part,  S.  S.  E.;  light  airs  and  baffling,  with  light  squalls 
of  rain.  A  heavy  squall  from  N. ;  am  afraid  it  is  going  to  be  as  I  conjectured,  very  light  trades — wrong 
time  of  the  moon.     This  time  last  year,  I  had  double  reef  breezes  from  E.  N.  E. 

Dec.  7.  Lat.  16°  17';  long.  38°  47'.  Barometer,  29.90;  temperature  of  air,  79°;  of  water,  79°. 
Winds :  first  part,  S.  E. ;  middle  part,  S.  E. ;  latter  part,  S.  E.  by  S.  Light  breeze,  and  fine  weather.  I  wish 
I  was  3°  further  east ;  however,  I  will  keep  on,  and  trust  to  Maury. 

Dec.  8.  Lat.  13°  7';  long.  36°  45'.  Barometer,  29.90;  temperature  of  air  and  water,  79°.  Winds: 
during  the  first  and  middle  part,  E.  S.  E. ;  latter  part,  E.  by  S.  Strong  breeze,  and  a  heavy  head  sea. 
Rigging  much  slackened;  obliged  to  tack  to  the  northward  two  hours  to  get  a  pull  of  the  weather  rigging. 
Two  weeks  out;  distance  sailed,  2,666  miles. 

Dec.  9.  Lat.  11°  25';  long.  36°  00'.  Barometer,  29.85;  temperature  of  air,  79°;  of  water,  80°. 
Winds :  during  the  first  and  middle  part,E.  by  S.;  latter  part,  E.  Strong  breeze,  and  dark  cloudy  weather ; 
glass  falling ;  heavy  head  sea  ;  all  sail  set. 

Dec.  10.  Lat.  9°  9' ;  long.  33°  50'.  Barometer,  29.80 ;  temperature  of  air,  78°  ;  of  water,  79°.  Winds: 
first  part,  E.  N.  E.;  middle  part,  E.  by  N. ;  latter  part,  E.  S.  E.  Strong  breeze,  and  dark  squally  weather, 
as  I  believe  is  always  the  case  in  this  parallel.  Winds  inclining  to  the  northward.  Barometer  still  falling; 
latter  part,  wind  heading ;  heavy  squall  from  the  S.  S.  E. ;  fear  these  trades  are  done ;  have  recovered 
Maury's  track. 


EOUTES  TO   KIO,   ETC.  338 

Dec.  11.  Lat.  7°  5'  N.;  long.  32°  30'  W.  Current,  J  knot  W.  Barometer,  29.80;  temperature  of 
air,  79°  ;  of  water,  80°.  Winds :  first  part,  S.  E. ;  middle  and  latter  part,  E.  Commences  with  hard  squalls 
from  the  S.  and  E.,  and  much  rain.  Wind  heading  me  to  S.  W.  by  S. ;  headed  me  the  same  the  last  time  I 
crossed  the  parallel— in  March,  1850— being  advised  of  it  by  Maury,  and  of  course  expected  it,  am  not  to 
be  discouraged  yet.    Latter  part,  winds  more  easterly  ;  heavy  head  sea,  and  dark  cloudy  weather. 

Dec.  12.  Lat.  5°  8'  N. ;  long.  31°  20'  W.  Current  per  hour,  1  knot  W.  Barometer,  29.85 ;  tempera- 
ture of  air,  80° ;  of  water,  79 J°.  Winds:  first  part,  S.  E.  by  E. ;  middle  part,  E.  S.  E. ;  latter  part,  baffling. 
Commences  with  strong  breezes  from  the  east,  and  cloudy  weather ;  hove  to  two  hours,  setting  up  rigging. 
Through  the  night,  light  baffling  winds,  and  squally,  with  much  rain ;  all  sail  set ;  ends  strong  breezes. 

Dec.  13.  Lat.  2°  30'  N. ;  long.  31°  10'  W.  Current,  J  knot,  W.  K  W.  Barometer,  29.90  ;  tempera- 
ture of  air,  80° ;  of  water,  79°.  Winds :  during  first  and  middle  parts,  E.  S.  E. ;  latter  part,  S.  E.  Fresh 
breezes  and  firm  weather.  I  do  not  know  whether  to  call  them  S.  E.  trades  or  not ;  if  so,  I  have  had  them 
since  leaving  20°  N. ;  weather  more  settled  ;  made  a  sail  hood  on  the  weather  bow.  At  8  P.  M.  spoke 
the  brig  Brandywine,  26  days  out  from  Philadelphia,  bound  to  Pernambuco;  reports  light  easterly  winds; 
of  course  he  was  to  the  east,  and  had  no  difficulty  in  clearing  the  cape,  as  he  crosses  in  this  parallel  every 
three  months. 

Dec.  14.  Lat.  00°  5' S. ;  long.  32°  5' W.  Current,  >  W.  N.  W.  Barometer,  29.95;  temperature  of  air, 
80° ;  of  water,  79°.  Winds :  during  the  first  and  middle  part,  E.  S.  E. ;  latter  part,  S.  E.  Strong  breezes, 
and  fine  weather.  I  considered  my  passage  thus  far  extra,  and  I  consider  myself  far  enough  to  the  east- 
ward to  be  safe,  in  order  to  clear  the  cape  (19  days  and  19  hours).  I  can  see  where  I  have  lost  one  day  in 
this  passage,  by  not  bracing  sooner,  and  keeping  to  the  eastward,  in  order  to  cross  20°  N.,  according  to 
Maury's  direction ;  but  supposing  the  wind  would  favor  me,  if  I  kept  on  with  the  wind  free  until  I  crossed 
the  latitude  of  15°  N.,  I  was  obliged,  as  the  wind  still  hung  to  the  eastward,  to  brace  up  sharp,  to  make  my 
mark,  and  have  been  so  for  the  last  eight  days,  and  making  a  zigzag  track.  However,  I  was  determined 
not  to  tack  until  the  land  compelled  me,  or  as  long  as  she  would  head  S.  S.  W.  good  full. 

Dec.  15;  Lat.  1°  20'  S. ;  long.  33°  00'  W.  Current  per  hour,  I  knot  K  Barometer,  30.00 ;  tempera- 
ture of  air,  80°  ;  of  water,  79°.  Winds :  first  part,  S.  E.  by  E. ;  middle  part,  S.  E. ;  latter  part,  S.  E.  Light 
breezes  and  fine  weather ;  wind  hanging  steady  for  S.  E.,  and  every  appearance  of  continuing  so. 

Dec.  16.  Lat.  3°  24'  S. ;  long.  34°  00'  W.  Barometer,  29.95 ;  temperature  of  air,  80°  ;  of  water,  79°, 
Winds :  during  first  and  latter  part,  S.  E. ;  middle  part,  S.  E.  by  E.  Light  and  steady  winds,  and  fine 
weather.     I  have  been  looking  for  a  strong  current,  but  experience  none  of  any  consequence. 

Dec.  17.  Lat.  6°  17'  S. ;  long.  34°  34'  W.  Barometer,  29.90 ;  temperature  of  air,  80°  ;  of  water,  79°. 
Winds :  during  first  and  middle  part,  E.  S.  E. ;  latter  part,  S.  E.  by  E.  Moderate  breeze  from  the  E.  S.  E. 
through  the  night ;  wind  seems  to  favor  us  a  point ;  no  prospect  of  weathering  "  Eoccas ;"  fortunately, 
there  is  water  enough  to  the  leeward  of  it ;  for  the  Tingqua  shall  proceed— cannot  think  of  tacking  so 
long  as  there  is  room  to  wear — in  hopes  the  wind  will  favor  us  through  the  night  as  heretofore.  Latter 
part,  fine  weather — to  the  southward  of  "Koccas;"  judged  we  passed  about  nine  miles  to  the  west  of  it, 


334  THE  WIND  AND  CURRENT  CHARTS. 

but  did  not  see  it ;  ship  heading  up  S.  ^  W.  during  the  night.  At  noon,  saw  the  land  about  Point  Natal 
and  Point  Anger ;  cannot  weather  it.  I  believe  I  will  stand  off  a  few  hours,  in  order  to  take  advantage  of 
the  breeze  through  the  night. 

Dec.  18.  Lat.  7°  48'  S. ;  long.  84°  40'  W.  Barometer,  29.90 ;  temperature  of  air,  82°  ;  of  water,  79°. 
Winds:  during  first  part,  S.  E. ;  middle  and  latter  part,  E.  S.  E.  Light  breezes,  and  pleasant;  stood  off 
shore  until  10  P.  M. ;  wind  still  continuing  steady  from  the  S.  E. ;  appearance  of  a  change  to  the  eastward. 
Tacked  in  shore,  wind  dying  away ;  at  11  P.  M.  wind  from  the  E.  S.  E.,  in  a  squall.  Continued  blowing 
fresh  throughout  the  day.  At  noon,  passed  in  sight  of  Olinda;  and  now  I  consider  myself  clear  of  all 
dangers,  with  a  good  leading  breeze,  and  all  the  kites  out.     24  days  out,  and  clear  of  Cape  St.  Augustine. 

Dec.  19.  Lat.  9°  55'  K ;  long.  84°  45'  W.  Barometer,  29.95  ;  temperature  of  air,  82° ;  of  water,  80°. 
Winds  from  the  E.  S.  E.  during  the  24  hours ;  with  moderate  breezes,  and  fine  weather ;  under  all  sail ; 
sea  very  smooth.  I  do  not  suppose  there  is  one  instance  out  of  a  hundred,  where  the  wind  has  held  so 
steady  from  the  S.  E.,  as  in  this  one — which  shows  the  worst  side  of  Maury's  Track — which,  I  think,  I 
have  given  a  little  more  than  a  fair  trial — that  is,  exceeded  his  limits  somewhat ;  however,  I  have  found 
no  difficulty,  and  would  try  the  same  track  again.  I  found  no  current  of  any  consequence  south  of  the 
line,  and  the  wind  bearing  to  the  eastward  at  night,  has  helped  me  amazingly.  Since  leaving  5°  N.  the 
wind  has  held  S.  E.  steady,  which  would  carry  me  on  to  Cape  St.  Eoque ;  and  I  stood  on,  still  in  hopes  of 
a  change,  until,  by  help  of  winds  veering  by  night,  and  a  short  tack,  I  weathered  and  passed  about  ten 
miles  east  of  Olinda.     24  days  out,  without  any  trouble  whatever,  except  what  was  borrowed. 

Dec.  20.  Lat.  12°  10'  S.;  long.  35°  00'  W.  Barometer,  30.00 ;  temperature  of  air,  82° ;  of  water,  80°. 
Winds :  during  first  and  middle  parts,  E. ;  latter  part,  E.  N.  E.  Commenced  with  light  winds,  and  fine 
weather.  At  3  P.  M.  made  two  sails  ahead  from  the  top-gallant  yard ;  at  5  P.  M.  saw  them  from  the  deck, 
a  ship  and  a  barque.  Ship  steering  S.  S.  E. ;  barque,  the  same  course  as  ourselves.  At  7  P.  M.  spoke  the 
barque,  which  proved  to  be  the  Francis  F.  Jenness,  of  Portland,  from  Philadelphia,  bound  to  San  Francisco, 
84  days  out;  did  not  understand  the  longitude  in  which  she  crossed  the  line,  but  she  was  33  days  between 
10°  N.  and  the  line ;  suppose,  of  course,  he  must  have  been  to  the  eastward.  If  there  is  any  virtue  in  Maury's 
Charts,  I  think  I  have  had  the  benefit  of  them.  This  ship  left  Philadelphia  4  days  before  the  Tingqua 
was  launched  at  Portsmouth.  I  do  not  know  whether  this  is  a  comparison  or  not  between  the  new  and 
old  route ;  if  so,  the  advantage  is  decidedly  in  favor  of  the  new  one. 

Dec.  21.  Lat.  15°  07'  S.;  long.  35°  00'  W.  Barometer,  30.00.  Winds :  during  first  and  middle  part, 
E.;  latter  part,  E.  N.  E.  Commenced  with  light  breeze;  saw  a  number  of  vessels  to  the  northward.  At 
6  P.  M.  wind  dying  away ;  at  sunrise,  saw  a  large  ship  to  windward,  steering  S.  S.  W. ;  appeared  as  if  her 
foretopmast  was  gone ;  wind  inclining  to  the  N.;  clouds  rising  from  the  N.  E. 

Dec.  22.  Lat.  17°  37'  S.;  long.  36°  10'  W.  Current,  per  hour,  J  knot  S.  W.  Barometer,  30.00; 
temperature  of  air,  82° ;  of  water,  80°.  Winds :  during  first  part;  E.  S.  E.;  middle,  E.  N.  E.  and  latter  part, 
N.  E.     First  part,  light  and  baffling  winds ;  latter  part,  fresh  breeze,  and  cloudy. 

Dec.  23.     Lat.  20°  50'  S.;  long.  37°  20'  W.     Current,  per  hour,  1  knot  S.  W.     Barometer,  29.90; 


HODTES  TO  KIO,  ETC.  335 


temperature  of  air,  80°;  of  water,  78°.  Winds:  during  tte  first  and  latter  part,  N.  E.;  middle  part,  N.  N. 
E.  Commences  and  continues  during  the  night  with  moderate  breezes  and  squalls,  with  much  rain.  Ends 
squally ;  wind  veering  two  points  in  the  squall,  owing,  I  suppose,  to  the  Abrolhos  Bank,  although  there  is 
no  change  in  the  barometer  or  thermometer.     Ends  with  strong  breeze. 

Dec.  24.  Lat.  23°  51'  S. ;  long.  41°  00'  W.  Current,  per  hour,  one  knot,  S.  W.  Barometer,  29.90 ; 
temperature  of  air,  80°;  of  water,  78°.  Winds:  during  first  and  latter  part,  N.  E. ;  middle  part  N.N.  E. 
Light  winds  and  pleasant;  all  sail  set;  saw  two  fishing-boats.  Ends  cloudy;  30  days  out,  and  to  the 
southward  of  Rio,  and  only  one  degree  to  the  eastward  of  it. 

Ship  Alboni  (N.  R.  Littlefield),  New  York  to  San  Francisco,  fourteen  days  out. 

Dec.  6,  1852.  Lat.  21°  43'  N.;  long.  37°  50'  W.  Temperature  of  air,  78°  ;  of  water,  79°.  Winds  : 
N.  E.  baffling,  E.  S.  E.     First  part,  light;  middle  very  light;  latter,  pleasant  breezes. 

Dec.  7.  Lat.  19°  N.;  long.  37°  50'  W.  Barometer,  29.50;  temperature  of  air,  80°;  of  water,  79°. 
Winds :  S.  E.,  E.,  E.  S.  E.;  first  and  middle  parts,  fresh  and  squally  ;  latter,  pleasant. 

Dec.  8.  Lat.  16°  20'  N. ;  long.  37°  58'  W.  Current,  64  miles  E.;  temperature  of  air,  80° ;  of  water, 
85°.  Winds:  E.  N.  E.;  fresh  gales  and  squally.  Rainbows,  sundogs,  wind  gulls(?) — everything  to  make 
it  unpleasant.  I  have  never  found  such  a  current  hereabout.  I  have  crossed  this  latitude  some  forty  or 
fifty  times.     I  have  often,  in  long.  40°  near  the  equator,  found  similar  currents. 

Dec.  9.  Lat.  14°  30'  N.;  long.  34°  W.  Current,  1.4  miles  per  hour  E.;  temperature  of  air,  79° ;  of 
water.  79°.     Winds :  E.  S.  E.,  E.  S.  E.,  E. ;  fresh  gales  and  squally.     Tide-rips. 

Dec.  10.  Lat.  12°  24'  N. ;  long.  33°  10'  W.  Current,  0.6  miles  per  hour  E. ;  temperature  of  air,  79°  ; 
of  water,  80°.     Winds :  E.,  fresh  and  unpleasant,  very  heavy  sea  from  S.  E. 

Dec.  11.  Lat.  10°  18'  N. ;  long.  32°  15'  W.  Temperature  of  air,  80° ;  of  water,  80°.  Winds :  E.  S.  E., 
E.,  E. ;  fresh  and  squally.     Tide-rips ;  found  no  current. 

Dec.  12.  Lat.  7°  33'  N. ;  long.  31°  58'  W.  Temperature  of  air,  80° ;  of  water,  81°.  Winds :  E. ;  fresh 
and  squally, 

Dec.  13.  Lat.  5°  16'  N. ;  long.  31°  38'  W.  Temperature  of  air,  82°  of  water,  81°.  Winds :  E.  S.  E. 
and  baffling ;  first  part  fresh  and  pleasant,  middle  and  latter  squally. 

Dec.  14.  Lat.  3°  28'  N. ;  long.  32°  10'  W.  Temperature  of  air,  81°  ;  of  water,  81°.  Winds :  S.  S.  E. 
and  baffling ;  light  and  squally. 

Dec.  15.  Lat.  3°  N. ;  long.  32°  W.  Temperature  of  air,  80° ;  of  water,  80°.  Calm  throughout.  This 
day  calm  ;  with  rain,  thunder,  and  lightning. 

Dec.  16.  Lat.  1°  54'  N.;  long.  32°  10'  W.  Temperature  of  air,  79°;  of  water,  79°.  Winds:  calm, 
S.  E.,  S.  E.     First  part  calm,  with  thick  fog ;  middle  and  latter,  light  breezes. 

Dec.  17.  Lat.  0°  27'  S.;  long.  32°  25'  W.  Temperature  of  air,  80°;  of  water.  80°.  Winds:  S.  E. 
light  and  pleasant. 


336  THE  WIND  AND  CURRENT  CHARTS. 

Dec.  18.  Lat.  3°  03'  S. ;  long.  32°  38'  W.  Temperature  of  air,  80° ;  of  water,  80°.  "Winds :  S.  E.  by  E., 
S.  E.,  S.  E.    All  this  day,  light  and  pleasant. 

Dec.  19.  Lat.  5°  43' S. ;  long.  32°  38' W.  Temperature  of  air,  80° ;  of  water,  80°.  Winds :  S.  E.  by  E., 
S.  E.,  S.  E.     Light  and  pleasant. 

Dec.  20.  Lat.  8°  43'  S.;  long.  33°  41'  W.  Temperature  of  air,  80°;  of  water,  80°.  Winds:  S.  E. 
This  day  pleasant ;  I  found  not  the  least  difficulty  in  clearing  the  land. 

Jan.  15,  1853.  Lat.  50°  11'  S. ;  long.  64°  10'  W.  Temperature  of  air,  48°  ;  of  water,  48°.  Winds : 
south,  calm,  west.     First  part,  light;  latter  part,  with  rain;  saw  patches  of  kelp. 

Jan.  16.  Lat.  42°  21'  S. ;  long.  63°  50'  W.  Temperature  of  air,  46° ;  water,  48°.  Winds :  S.  W.  by  W., 
S.  S.  W.,  S.  W.  First  part,  fresh ;  middle,  fresh  gales ;  latter,  fresh  breezes  and  pleasant.  Large  schools 
of  whales,  two  or  three  hundred  or  more. 

Jan.  17.  Lat.  52°  40'  S. ;  long.  64°  12'  W.  Temperature  of  air,  47° ;  water,  46°.  Winds :  S.  S.  W., 
west,  calm.  First  part,  light ;  middle,  very  light,  with  rain  squalls.  The  next  passage  I  make  to  Cape 
Horn,  I  will,  if  possible,  keep  much  nearer  the  land.  If  I  had  been  two  degrees  nearer  the  land,  I  have  no 
doubt  but  what  I  should  have  shortened  my  passage  at  least  five  days. 

Ship  Samuel  Russell  (J.  Limeburner),  19  days  to  the  line  from  New  York,  ten  days  out. 

Dec.  15,  1851.    Lat.  19°  V  N. ;  long.  43°  29'  W.     Wind :  E.  S.  E. ;  fine  and  pleasant. 

Dec.  16.    Lat.  16°  13'  N. ;  long.  42°  2'  W.     Winds :  E.,  E.  N.  E. ;  baffling  winds  and  squally  weather. 

Dec.  17.     Lat.  13°  47'  N. ;  long.  39°  48'  W.     Wind :  E.  S.  E. ;  strong  breezes. 

Dec.  18.     Lat.  11°  36'  N.;  long.  37°  25'  W.     Wind :  E.N.  E.;  strong  breezes  and  rainy. 

Dec.  19.    Lat.  8°  59'  N. ;  long.  34°  47'  W.     Wind:  E.  N.  E. ;  very  fine. 

Dec.  20.     Lat.  6°  27'  N. ;  long.  32°  31'  W.     Wind :  E.  N.  E. ;  fine  breezes  and  squally  weather. 

Dec.  21.     Lat.  4°  30'  N. ;  long.  30°  38'  W.     Winds:  E.  N.  E.,  E.  N.  E.,  east ;  moderate  and  pleasant. 

Dec.  22.    Lat.  2°  27'  N.;  long.  30°  30'  W.     Wind:  east;  light  airs. 

Dec.  23.  Lat.  0°  00'.  long.  30°  18'_W.  Wind:  S.E,;  moderate  breezes;  crossed  the  equator  in  18 
days  and  20  hours  from  New  York. 

Dec.  24.  Lat.  3°  32'  S. ;  long.  32°  18'  W.  Wind :  S.  E.  by  S. ;  fine  breezes.  At  3,  passed  Fernando 
de  Noronha, 

Dec.  25.     Lat.  7°  9'  S. ;  long.  32°  55'  W.     Wind :  S.  E. ;  strong  breezes,  with  passing  squalls  of  rain. 

Dec.  26.     Lat.  11°  14'  S. ;  long.  33°  12'  W.     Wind :  E.  S.  E. ;  fine  breezes  and  pleasant. 

Barque  Hazard  (Andrew  Barstow),  New  York  to  Eio,  thirteen  days  out. 

Dec.  16,  1853.  Lat.  20°  ll'N. ;  long.  39°  51'  W.  Barometer,  30.00.  Winds :  E.  S.  E.,  E.,  E.  N.  E. ; 
fresh  breezes  and  squalls ;  ends  hazy. 

Dec.  17.  Lat.  16°  54';  long.  38°  31'  W.  Barometer,  30.00.  Winds:  E.  N.  E.,  E.  S.  E.,  E.;  fresh 
breezes  and  squalls ;  ends  hazy. 


337 

Dec.  18.  Lat.  13°  55'  K ;  long.  37°  12'  W.  Barometer,  29.9.  Winds :  E.,  E.,  E. ;  squally  from  E.  S. 
E.  to  E.  N.  E. 

Dec.  19.    Lat.  11°  W  N. ;  long.  35°  48'  W.    Barometer,  30.00.    Winds :  E.,  E.,  E. ;  moderate  weather. 

Dec.  20.  Lat.  8°  31'  N.;  long.  34°  49'  W.  Barometer,  29.9.  Winds :  E.,  E.,  E. ;  first  moderate,  middle 
and  latter  fresh. 

Dec.  21.  Lat.  6°  03';  long.  32°  54'  W.  Barometer,  29.9.  Winds:  E.,  E.,  E.N.E.;  fresh  breezes 
and  pleasant  weather. 

Dec.  22.  Lat.  4°  37'  K ;  long.  31°  46'  W.  Barometer,  29.9.  Winds :  E.  N.  E.,  E.,  E.  S.  E. ;  a  heavy 
S.  E.  squall ;  middle  and  latter,  squally. 

Dec.  23.  Lat.  3°  11'  N. ;  long.  31°  47'  W.  Barometer,  22.9.  Winds :  E.  S.  E.,  E.  S.  E.,  S.  E. ;  light 
airs  and  cloudy. 

Dec.  24.  Lat.  1°  14'  N. ;  long.  31°  35'  W.  Barometer,  29.9.  Winds  :  E.,  E.,  S.  E.;  middle,  heavy; 
E.  N".  E.,  squalls ;  thunder,  lightning,  and  rain. 

Dec.  25.  Lat.  0°  47'  S. ;  long.  31°  41'  W.  Barometer,  29.9.  Winds :  E.,  E.  N.  E.,  E. ;  squalls  with 
thunder,  lightning,  and  rain. 

Dec.  26.  Lat.  2°  20'  S. ;  long.  31°  50'  W.  Barometer,  29.9.  Current,  per  hour,  1  knot,  W.  Winds : 
E.,  E.,  S.  E.;  for  20  hours  squalls  from  N.  E.,  E.,  to  S.  S.  E. ;  thunder,  lightning,  and  rain. 

Dec.  27.  Lat.  4°  20'  S. ;  long.  32°  30'  W.  Barometer,  29.9.  Winds :  S.  E.,  S.  E.,  S.  S.  E.;  squally, 
with  much  lightning;  tacked  several  times. 

Dec.  28.  Lat.  6°  36'  S. ;  long.  32°  32'  W.  Barometer,  29.9.  Winds:  S.  E.,  S.  E.,  E.  N.  E.;  squally, 
Avith  lightning. 

Dec.  29.  Lat.  9°  50'  S.;  long.  33°  18'  AV.  Barometer,  29.9.  Winds:  S.  E.,  S.B.,  E.S.E.;  fresh 
breezes,  and  pleasant. 

New  Orleans,  March  22,  1853. 

Sir  :  Having  taken  passage  in  the  barque  Hazard,  of  Salem,  George  M.  Pollard,  master,  for  Eio  de 
Janeiro  and  back  to  New  Orleans,  Captain  P.  requested  me  to  keep  an  abstract  journal,  which  he  received 
from  your  agent  with  a  set  of  Wind  and  Current  Charts,  having  engaged  that  it  should  be  sent  you  on  his 
return  to  the  United  States. 

I  now  take  the  liberty  of  transmitting  it  to  you,  with  the  hope  that  you  may  find  something  therein 
to  repay  the  examination.     I  would  also  take  the  liberty  of  making  some  remarks. 

It  was  Captain  Pollard's  intention  to  follow  in  the  track  to  the  line  that  you  recommended,  as  nearly 
as  possible ;  but  strong  southerly  winds,  soon  after  leaving  New  York,  drove  the  barque  to  the  eastward, 
and  when  the  track  was  regained,  it  was  impossible  to  cross  the  line,  as  advised,  without  wasting  time  in 
beating  to  eastward  in  the  doldrums.  Having  myself,  in  1818,  in  ship  Commerce,  of  Salem,  about  same 
season,  crossed  the  line  in  about  34° ;  and,  although  a  wooden-bottomed  ship,  passed  Pernambuco  in  nine 
days  from  the  line,  after  making  the  land  ten  or  twelve  miles  to  leeward  of  St.  Roque ;  I  advised  Captain 
43 


338  THE  WIND  AND  CUKKENT  CHAKTS. 

Pollard  to  stand  boldly  across  in  34°,  the  Hazard  being  a  fast  vessel.  The  result  proved  as  was  expected, 
passing  Pernambuco  in  only  four  and  three-fourth  days  from  the  equator,  in  long.  34°,  notwithstanding 
falling  twenty  miles  to  leeward  of  St.  Eoque. 

From  these  examples,  and  the  information  gathered  from  traders  between  Maranham  and  Kio  de 
Janeiro,  I  should  not  hesitate  crossing  the  line  in  36°,  even  in  a  good  sailing  vessel,  feeling  confident  of 
beating  round  St.  Eoque  by  making  short  tacks  on  soundings  which  are  very  regular,  and  may  be  trusted 
to.     Off  soundings,  the  current  sets  very  strongly  to  westward. 

On  my  arrival  at  Bahia,  in  December,  1818,  I  found  that  the  passage  from  the  latitude  of  Cape  Verdes 
was  from  10  to  20  days  shorter  than  any  other  vessel's.  The  conclusion  I  then  came  to,  was  that  the 
best  track  was  8  to  10°  west  of  the  Cape  Verdes,  passing  the  equator  from  28°  and  32°  according  to 
season.  This  is  now  proved  beyond  a  doubt  by  your  Charts,  which  are  of  incalculable  benefit  to  all 
navigators. 

I  would  suggest  more  particular  inquiry  about  the  monsoon,  if  I  may  so  call  it,  that  prevails  along 
the  Brazil  coast  from  N.  E.  to  N.  N.  B.  during  January  and  February,  sometimes  in  December,  which 
makes  it  very  difficult  to  reach  the  equator  from  Eio.  Dull  vessels  are  often  thirty  days  or  more  to  Bahia 
and  Pernambuco  from  Eio,  and  should  they  fall  to  leeward  of  St.  Augustine,  bound  north,  find  it  almost 
impossible  to  beat  around,  the  currents  set  so  strong  to  S.  "W.  During  the  winter  months,  the  prevailing 
winds  are  southerly  and  S.  W.,  but  not  so  steady  and  constant  as  the  N.  E.  in  summer. 

I  have  added  to  the  Journal  an  abstract  of  the  Hazard's  passage  from  New  York  to  Eio,  in  1851,  in 
thirty-one  days,  the  shortest  ever  made  by  a  merchant  vessel  loaded  with  a  full  cargo,  or  probably 
than  any;  also,  some  memorandums  of  her  six  passages  from  Boston  and  New  York  to  the  equator, 
showing  an  average  of  only  twenty-six  and  a  half  days;  her  tracks  being  always  those  which  you 
recommend,  and  they  are  very  conclusive  evidence  of  the  correctness  of  your  advice,  if  any  further 
evidence  was  wanting  of  its  superiority  over  the  old  ones. 

I  remain  very  respectfully. 

Your  obedient  and  obliged  servant, 

JOHN  GAEDNEE. 
Lieutenant  Mauby,  U.  S.  N. 

National  Observatory,  Washington,  D.  C. 


I  have  investigated  the  subject  of  the  so-called  monsoons  along  the  coast  of  Brazil. — See  Pilot  Chart 
of  the  Coast  of  Brazil.  I  find  none  upon  a  scale  for  that  chart  of  2°  of  lat.  by  1°  of  long.  During  some 
seasons  of  the  year,  certain  winds  are  more  prevalent  than  at  others,  as  winds  with  northing  in  them,  in 
our  winter  and  spring ;  but  these  winds  do  not  partake  of  the  characteristics  of  monsoons. 

Further,  in  reply  to  this  very  clever  letter,  I  may  remark,  that  a  vessel  crossing  the  line  as  far  west 
as  36°,  may  clear  St.  Eoque  in  three  days ;  but  on  the  average  it  will  take  about  a  week. 


ROUTES  TO   RIO,   ETC.  889 

Ship  Tuscany  (Thomas  Mayo),  New  York  to  San  Francisco,  twenty -two  days  out. 

Dec.  20,  1853.  Lat.  21°  58'  K ;  long.  34°  35'  W.  Barometer,  29.09 ;  temperature  of  air,  75° ;  of 
water,  74°.  "Winds  :  North,  N.  by  E.,  N.  E. ;  good  breezes ;  squalls  of  wind  and  rain,  with  a  heavy  sea  from 
N.  N.  "W".     Barometer  frequently  fluctuating  a  tenth  in  the  course  of  two  hours. 

Dec.  21.  Lat.  19°  30';  long.  34°  15'.  Barometer,  29.09;  temperature  of  air,  74°;  of  water,  76°. 
Winds :  E.  N.  E.,  E.  by  N.,  E.  Throughout  good  breezes,  attended  with  frequent  squalls  of  rain.  At  10 
hours  30  min.  A.  M.  observed  tide  rips,  with  every  indication  of  a  strong  current,  although  we  have  not 
experienced  any.    A  confused  sea  from  north. 

Dec.  22.  Lat.  16°  58'  K ;  long.  33°  40'  W.  Barometer,  29.09 ;  temperature  of  air,  74° ;  of  water,  76° 
"Winds:  E.  by  S.,  E.,  E.  All  of  these  twenty-four  hours,  fresh  breezes;  first  and  middle  parts,  squally,  with 
considerable  sea  from  N.  N.  E. ;  observed  tide  rips  several  times  during  the  day. 

Dec.  23.  Lat.  14°  25' K;  long.  33°  15' "W.  Current,  S.  "W.  by  "W.,  three  miles  throughout.  Barometer, 
30.00;  temperature  of  air,  76° ;  of  water  74°.  "Winds :  E.  by  S.,  E.  S.  E.,  E.  Fine  pleasant  weather,  with 
steady  trades. 

Dec.  24.  Lat.  12°  00'  N.;  long.  32°  44'  "W.  Barometer,  29.09  ;  temperature  of  air,  76°;  of  water, 
75°.  "Winds:  E.,  E.  by  N.,  E.  First  part,  fresh  breezes  and  pleasant,  middle  and  latter  parts,  moderate 
and  cloudy. 

Dec.  25.  Lat.  9°  50'  N. ;  long.  32°  17'  W.  Barometer,  29.08  ;  temperature  of  air,  76° ;  of  water,  78°. 
"Winds :  E.,  E.  by  N.,  E.    Throughout,  moderate  breezes,  with  hazy  weather. 

Dec.  26.  Lat.  7°  25'  N. ;  long.  31°  18'  "W.  Barometer,  29.07 ;  temperature  of  air,  76° ;  of  water,  78°. 
"Winds:  E.  by  N.,  E.  N.  E.,  E.  by  N.    Moderate  breezes,  with  hazy  weather. 

Dec.  27.  Lat.  5°  52'  N.;  long.  30°  30'  "W.  Current,  "W.,  half  knot  per  hour.  Barometer,  29.07; 
temperature  of  air,  78° ;  of  water  76°.  "Winds :  E.  N.  E.,  E.,  E.  S.  E.  First  part,  moderate  breezes  as  per 
column ;  middle  and  latter  parts,  squally,  raining  in  torrents. 

Dec.  28.  Lat.  4°  46'  X. ;  long.  30°  12'  W.  Current,  N.  W.,  half  knot  per  hour.  Barometer,  29.06 ; 
temperature  of  air,  78°;  of  Avater,  77°.  Winds:  S.  E.  to  S.,  S.  E.  to  S.  W.,  calm.  Throughout  these 
twenty-four  hours,  light  baffling  winds  from  S.  E.  to  S.  W.,  with  much  rain,  thunder,  and  lightning. 

Dec.  29.  Lat.  4°  35' K;  long.  29°  57' W.  Current,  N.  W.,  half  knot  per  hour.  Barometer,  29.07 ; 
temperature  of  air,  79°  ;  of  water,  78°.  AYiads :  calm,  E.  to  S.,  E.  N.  E.  to  S.  W.  Squally  throughout,  with 
rain,  thunder,  and  lightning,  with  a  confused  sea  from  S.  S.  E. 

Dec.  30.  Lat.*  4°  10'  X. ;  long.  29°  52'  W.  Current,  W.,  half  knot  per  hour.  Barometer,  29.06 ; 
temperature  of  air,  79°;  of  water,  80°.  Winds :  E.  to  S.,  calm.  Calm  throughout,  light  baffling  winds  with 
rain.  Sea  from  S.  S.  E.  Exchanged  signals  with  British  brig  Corsair,  standing  to  the  northward  and 
eastward. 

Dec.  31.  Lat.  3°  32'  N.;  long.  30°  15'  W.  Current,  W.,  half  knot  per  hour.  Barometer,  29.07; 
temperature  of  air,  80°;  of  water,  80°.  Winds:  calm,  S.  S.  E.,  S.  E.  by  S.  Squally,  with  much  rain,  thqnder, 
and  lishtnincr,  from  S.  W. 


3i0  THE  WIND  AND  CURRENT  CHARTS. 

Jan.  1,  1853.  Lat.  3°  02'  N. ;  long.  30°  47'  W.  Current,  W.  IST.  W.,  half  knot  per  liour.  Barometer, 
29.06;  temperature  of  air,  78° ;  of  water,  79°.  Winds :  S.  E.  by  S.,  S.  S.  E.,  S.  S.  E.  Light  baffling  airs  from 
S.  E.  to  S.,  with  much  sea  from  S.  S.  E.    Eain,  &c. 

Jan.  2.  Lat.  2°  42'  D.  K. ;  long.  31°  17'  W.  Barometer,  29.07 ;  temperature  of  air,  79°  ;  of  water,  78°. 
Winds :  S.  E.  by  S.,  S.  S.  E.,  S.  E.  by  S.  Light  airs  from  S.  E.  to  S.,  with  frequent  rain  squalls.  Lightning 
from  westward. 

Jan.  3.  Lat.  2°  02' K;  long.  31°  42' W.  Current,  for  the  last  48  hours,  35  miles  W.  K.W.  Barometer 
29.06;  temperature  of  air,  78°;  of  water,  80°.  Winds:  S.S.E.,  S.,  S.  by  E.  First  part,  moderate  breezes 
from  S.  S.  E.;  at  7  P.M.  tacked  to  the  eastward.     Ends  with  light  airs.     Sea  from  the  northward. 

Jan.  4.  Lat.  2°  16'  N.;  long.  31°  12'  W.  Current,  W.  N.  W.,  20  miles.  Barometer,  29.07;  tem- 
perature of  air,  77°;  of  water,  79°.  Winds:  S.,  S.  S.  E.,  S.  E.  by  S.  Throughout,  light  breezes,  with  a 
very  irregular  sea  from  all  points  of  the  compass. 

Jan.  5.  Lat.  1°  48'  K;  long.  31°  56'  W.  Current,  W.  N.  W.,  15  miles.  Barometer,  29.08; 
temperature  of  air,  79 ;  of  water  80°.  Winds :  S.  E.  by  S.,  S.  S.  E.,  S.  by  E.  Light  baffling  airs  at  9  P.  M. 
I  find  the  current  to  run  at  an  average  rate  of  0.7  per  hour,  for  the  last  five  days  set  W.  N.  W.,  true. 

Jan.  6.  Lat.  2°  12'  N.;  long.  31°  16'  W.  Current,  W.  N".  W.,  fifteen  miles;  barometer,  29.07;  temper- 
ature of  air,  80° ;  of  water,  80°.  Winds :  S.  by  E.,  S.  S.  E.,  S.  E.  by  S. ;  light  breezes  from  S.  by  E.  to  S.  E. 
by  S.;  ship  moving  slowly  against  a  head  sea  and  making  much  drift. 

Jan.  7.  Lat.  1°  46'  N.;  long.  31°  37'  W.  Current,  0.7  knot  per  hour.  Barometer,  22.07;  temperature 
of  air,  79° ;  water,  82°.  Winds:  S.  S.  E.,  south,  S.  by  W.;  light  airs,  with  a  high,  irregular  sea  from  S.  S.  E. ; 
latter  part  calm,  bad  sea  on. 

Jan.  8.  Lat.  1°  18'  K;  long.  31°  10'  W.  Current,  0.7  knot  per  hour.  Barometer,  29.06;  tempera- 
ture of  air,  81°;  of  water,  81°.  Winds:  calm,  S.  E.,  S.  E.;  first  part,  calm.  At  2  hours  30  min.  P.  M. 
wind  sprung  up  from  S.  E.,  attended  with  frequent  showers  of  rain. 

Jan.  9.  Lat.  0°  10'  N.;  long.  31°  47'  W.  Current,  0.6  knot  per  hour.  Barometer,  29.07;  tempera- 
ture of  air,  83°;  of  water  82°.  Winds:  S.  E.  by  E.,  S.  E.  by  E.;  E.  S.  E.;  steady  breezes;  every  indication 
of  S.  E.  trades. 

Jan.  10.  Lat.  1°  30'  S.;  long.  32°  17'  W.  Current,  0.4  knot  per  hour.  Barometer,  29.08 ;  tempera- 
ture of  air,  83°;  of  water,  82°.  Winds:  S.  E.  by  E.,  S.  E.,  S.  S.  E.;  moderate  breezes ;  stood  to  the  eastward 
4  hours. 

Jan.  11.  Lat.  3°  34'  S.;  long.  32°  46'  W.  Current,  0.6  knot  per  hour.  Barometer,  29.07;  tempera- 
ture of  air,  82°;  water,  81°.  Winds:  S.  E.  by  S.,  S.  E.,  E.  S.E.  Moderate  breezes,  and  a  smooth  sea.  At 
11  hours  30  min.  A.M.,  saw  the  island  Fernando  de  Noronha. 

Jan.  12.  Lat.  4°  53'  S.;  long.  33°  37'  W.  Current,  0.9  knot  per  hour.  Barometer,  29.08  ;  tempera- 
ture of  air,  83°;  of  water,  81°.  Winds:  S.  E.,  S.  E.,  S.  S.  E. ;  moderate  winds,  and  pleasant;  strong 
westerly  set. 


KOUTES  TO   KIO,   ETC.  341 

Jan.  13.  Lat.  6°  36'  S.;  long.  33°  58'  W.  Current,  0.5  knot  per  hour.  Barometer,  59.07;  tempera- 
ture of  air,  83° ;  of  water,  82°.     Winds:  S.  E.,  E.  S.  E.,  E.  S.  E.;  steady  breezes,  and  pleasant. 

Jan.  14.  Lat.  8°  21'  S.;  long.  34°  24'  W.  Current,  slight,  N.  W.  Barometer,  29.08;  temperature  of 
air,  82°;  of  water,  81°.  Winds:  E.  S.  E.,  E.,  E.  S.  E.;  steady  breezes,  and  pleasant.  I  have  found  no 
difficulty  in  passing  St.  Augustine,  although  I  crossed  the  equator  in  31°  53' ;  and  this  in  a  vessel  that 
seldom  goes  over  seven  knots  within  seven  points  of  the  wind.  In  future,  I  shall  not  think  of  crossing 
east  of  30°. 

Clipper  Ship  Winged  Racer  (Wm.  Homans),  New  York  to  San  Francisco,  fourteen  days  out. 

Dec.  26, 1852.  Lat.  21°  20'  N. ;  long.  34°  55'  W.  Barometer,  29.7 ;  temperature  of  air,  76° ;  of  water, 
76°.    Wind:  E.S.E. 

Dec.  27.  Lat.  17°  53';  long.  33°  37'.  Barometer,  29.7;  temperature  of  air,  77°;  of  water,  76°. 
Wind:  east. 

Dec.  28.  Lat.  14°  14'  N. ;  long.  31°  48'  W.  Barometer,  29.70 ;  temperature  of  air,  76° ;  of  water,  78°. 
Wind:  E.  by  N. 

Dec.  29.  Lat.  10°  14'  N. ;  long.  30°  W.  Barometer,  29.5 ;  temperature  of  air,  79° ;  of  water,  79°. 
Wind :  E.  by  N. 

Dec.  30.  Lat.  6°  5'  N.;  long.  28°  35'  W.  Barometer,  29.5;  temperature  of  air,  81°;  of  water,  80°; 
Wind :  E.  by  N. 

Dec.  31.  Lat.  3°  50'  N. ;  long.  28°  V  W.  Barometer,  29.5 ;  temperature  of  air,  82° ;  of  water,  80°. 
Winds :  first  part,  E.  by  N. ;  middle  part  variable,  from  N.  E.  to  S.  E. ;  latter  part  variable. 

Jan.  1.  1853.  Lat.  3°  N. ;  long.  28°  19'  W.  Barometer,  29.5 ;  temperature  of  air,  82°  ;  of  water,  80°. 
Winds :  first  and  middle  part,  N.  to  E. ;  latter  part,  S.  E. 

Jan.  2.  Lat.  1°  55'  N. ;  long.  29°  44'  W.  Current,  W.  K  W.,  30  miles ;  barometer,  29.5 ;  tempera- 
ture of  air,  82°;  water,  80°.     Wind:  variable. 

Jan.  3.  Lat.  0°  24'  S. ;  long.  31°  32'  W.  Current,  W.  N.  W.,  20  miles;  barometer,  29.5 ;  temperature, 
of  air,  83° ;  of  water,  79°.  Winds :  first  part,  S.  S.  E. ;  middle  and  latter  part,  S.  E.  At  8  A.  M.  crossed  the 
equator  in  long.  31°  16'  W.,  21  days  and  21  hours  from  New  York.  Distance  sailed,  by  log,  4,086  miles ; 
by  Maury's  calculations,  4,115  miles. 

Jan.  4.  Lat.  3°  11'  S. ;  long.  33°  4'  W.  Barometer,  29.5 ;  temperature  of  air,  83° ;  of  water,  79°. 
Winds:  first  part,  S.  E.;  middle  part,  S.E.  by  S.;  latter  part,  S.  E. 

Jan.  5.  Lat.  6°  38'  S. ;  long.  33°  52'  W.  Barometer,  29.5 ;  temperature  of  air,  83° ;  of  water,  79°. 
Winds:  first  part,  S.E. ;  middle  and  latter  part,  S.  E.  by  E. 


342 


THE  WIND  AND  CUBBENT  CHARTS. 


New  York  to  Bio. — JantjabY. 


DISTANCES. 

WINDS;  PER  CENT. 

Longitude. 

Course. 

Total  No. 

Latitude. 

True. 

Per  cent. 

Average. 

Head. 

SLANTS  FROM 

Fair. 

Calms. 

observa- 
tious. 

N'd  or  E'd. 

S'd  or  W'd. 

From 

40°  27'N. 

74° 

OO'to 

40    27 

70 

00 

E. 

182 

6.2 

193 

2.0 

6.0 

5.0 

87.0 

2.1 

97 

38    52 

65 

00 

E.S.E. 

249 

7.4 

266 

2.4 

5.6 

5.6 

86.4 

0.8 

118 

38    52 

60 

00  d 

E. 

243 

6.7 

249 

0.9 

3.6 

«;11.7 

83.8 

3.4 

113 

37    14 

55 

00 

E.S.E. 

255 

7.5 

274 

2.4 

3.2 

w    8.8 

85.6 

0.0 

128 

35    35 

50 

00 

E.S.E. 

260 

8.3 

283 

3.0 

7.0 

8.0 

82.0 

4.5 

105 

35    00 

48 

nd 

E.S.E. 

92 

11.4 

103 

4.4 

6.6 

w;13.2 

75.8 

0.0 

91 

30    00 

45 

49 

S.  S.  E. 

324 

12.1 

362 

1.9 

15.2 

w;19.0 

63.9 

10.0 

54 

29    44 

45 

00 

E.S.E. 

42 

25.7 

53 

8.4 

w;25.2 

11.8 

49.8 

4.2 

24 

25    20 

40 

00 

S.E. 

347 

13.6 

425 

3.3 

w  16.4 

8.2 

72.1 

1.6 

61 

25    00 

39 

38  d 

S.E. 

34 

28.0 

43 

13.2 

8.7 

wll.O 

67.0 

3.3 

88 

20    00 

37 

16 

S.S.E. 

324 

6.4 

344 

2.5 

5.5 

5.5 

87.5 

0.0 

80 

15    00 

85 

00 

S.S.E. 

324 

7.7 

348 

0.0 

lu  15.8 

10.5 

73.7 

0.0 

19 

10    00 

32 

53 

S.S.E. 

324 

0.4 

325 

0.0 

10    3.0 

0.0 

97.0 

0.0 

33 

5    00 

30 

48  d 

S.S.E. 

324 

1.6 

329 

0.0 

w    8.0 

0.0 

92.0 

0.0 

25 

Equator 

30 

48 

s. 

300 

0.7 

302 

0.0 

w    6.Q 

0.0 

93.4 

0.0 

88 

1    00' S. 

31 

13 

s.  s.  w. 

65 

3.7 

67 

0.0 

wl5.0 

0.0 

85.0 

0.3 

294 

2    54 

32 

00 

s.  s.  w. 

123 

6.1 

130 

0.0 

w2S,9 

0.0 

76.1 

0.0 

46 

5    00 

32 

52  d 

s.s.w. 

137 

5.8 

145 

0.0 

IV  28.6 

0.0 

71.4 

0.0 

21 

5    08 

33 

00 

s.w. 

12 

0.0 

12 

0.0 

0.0 

0.0 

100.0 

0.0 

29 

7    00 

34 

00 

S.S.W.iW. 

136 

5.1 

143 

0.0 

tv  14.4 

0.0 

85.5 

0.0 

28 

9    00 

34 

50 

s.  s.  w. 

130 

5.3 

137 

2.9 

2.9 

0.0 

97.1 

8.0 

34 

Shortest  distance  to  the  equator  by  this  route,  3,640  miles.  Average  distance  to  be  sailed  on  account 
of  adverse  winds,  3,899  miles.  The  Surprise,  in  January,  1851,  accomplished  it  in  24  days,  and  3,852 
miles  per  log. 

The  courses  from  35°  N.  to  30°  K,  and  from  7°  S.  to  9°  S.,  run  through  a  part  of  the  ocean  that  is 
liable  to  calms.  In  the  adjacent  wind-roses,  to  the  east  of  these  (see  Pilot  Charts),  there  is  less  liability  to 
calms.  From  New  York  to  the  parallel  of  25°  N.,  in  this  month,  the  south  is  generally  the  windward 
side.  Thence  to  the  line  it  is  to  leeward.  Prefer,  therefore,  in  this  month,  to  cross  25°  N.  to  the  E.  of 
40°,  and  7°  S.  to  the  E.  of  34°  W.  longitude. 


Ship  John  Bertram  (F.  Lendholm),  Boston  to  San  Francisco,  sixteen  days  out. 

December  28,  1851.  Lat.  16°  16'  K;  long.  43°  15'  "W.  Current,  three-quarters  of  a  mile  per  hour, 
S.  B.  Barometer,  30.42  ;  thermometer,  not  observed.  AVinds :  E.  S.  E.,  E.  by  jST.  to  S.  E.,  S.  E.  by  S. 
First  part,  wind  light,  and  baffling ;  a  strong  ripple  on  the  water  like  a  current.  Barometer,  rising  and 
falling  rapidly  through  the  twenty -four  hours ;  in  the  evening,  heavy  clouds  rising  from  the  W.  S.  W., 
with  sharp  lightning;  clouds  rising  all  around  the  horizon,  and  settling  where  they  started  from  ;  latter 


ROUTES  TO   RIO,   ETC.  343 

part,  winds  light  and  baffling,  weather  pleasant.    Barometer  falling  to  30.35,  which  is  not  an  indication  of 
the  N.  E.  trades. 

Dec.  29.  Lat.  16°  51'  N.;  long.  41°  80'  W.  Current,  during  the  twenty-four  hours,  twenty-two 
miles,  K  E.  Barometer,  30.30.  Winds :  S.  E.  by  S.,  S.  S.  E.,  and  S.  by  E.;  light  breezes,  and  pleasant 
weather ;  middle  part,  light  air  and  a  shoirt  chopping  sea,  running  from  the  E.  N.  E.,  by  which  I  judge  the 
trades  are  not  far  off.    Latter  part,  light  airs,  and  cloudy,  hazy  weather. 

Dec.  30.  Lat.  16°  47'  N.;  long.  40°  00'  W.  Current,  during  twenty-four  hours,  nine  miles  north; 
barometer,  30.30.  Winds :  S.  by  E.,  variable  and  calm,  S.  by  W.  to  S.  by  E.;  light  baffling  winds  and 
hazy  weather ;  middle  part,  light  variable  airs  and  calm,  with  heavy  thunder  and  sharp  flashes  of  lightning; 
morning  pleasant,  with  light  airs  from  the  south ;  latter  part,  gentle  breezes  and  appearances  of  squally 
weather. 

Dec.  31.  Lat.  16°  13'  N.;  long.  38°  39'  W.  Barometer,  30.25.  Winds :  S.  S.  W.,  S.  S.  W.,  and  calm ; 
first  part,  light  breezes  and  squally  weather;  middle  part,  light  airs  and  cloudy;  latter  part,  calm  with 
rainy  weather. 

Jan.  1,  1852.  Lat.  15°  11'  N.;  long.  33°  13'  W.  Current,  during  twenty-four  hours,  thirty-nine  miles, 
E.  N.  E.;  barometer,  30.42.  Winds  :  variable  airs,  calm,  and  E.  S.  E.;  first  and  middle  part,  light  variable 
airs  and  calms,  with  heavy  showers  of  rain  ;  latter  part,  light  breezes  and  squally  weather. 

Jan.  .2.  Lat.  11°  59'  N.;  long.  38°  13'  W.  Barometer,  30.40.  Winds  :  S.  E.  by  E.;  first  part,  mode- 
rate breezes  and  heavy  weather ;  strong  rips  on  the  water  at  times,  again  very  smooth,  as  though  there 
might  be  current,  but  found  none;  middle  and  latter  part,  fresh  and  moderate  breezes  with  hazy  weather. 

Jan.  3.  Lat.  10°  27'  N.;  long.  36°  55'  W.  Barometer,  30.39.  Winds:  E.  S.E.,  east,  and  E.  N.  E.; 
first  part,  light  breezes  and  hazy  weather ;  middle  part,  moderate  breezes  and  hazy ;  first  appearance  of  dew 
in  the  night;  latter  part,  fine  breezes  with  pleasant  weather  and  passing  clouds.  I  suppose  this  to  be  the 
first  of  the  N.  E.  trades ;  hope  I  shall  not  be  disappointed  this  time,  as  I  was  eight  days  ago,  in  lat.  21°  N, 

Jan.  4.  Lat.  7°  49'  N.;  long.  35°  07'  W.  Barometer,  30.37.  Winds :  E.  by  K,  E.  by  K.,  and  east; 
during  these  twenty-four  hours,  fine  breezes  and  passing  clouds ;  quite  a  heavy  dew  falling,  second  night. 

Jan.  5.  Lat.  6°  09'  N.;  long.  32°  22'  W.  Current,  during  twenty -four  hours,  twenty-eight  miles  east ; 
barometer,  30.40.  Winds :  E.  by  N.,  E.  N.  E.,  E.  IST.  E.;  first  and  middle  part,  moderate  breezes  and 
pleasant  weather ;  latter  part,  brisk  trades  and  passing  clouds. 

N.  B.  I  have  experienced  this  easterly  current  two  voyages  previous  to  this,  at  about  the  same  season, 
and  nearly  in  the  same  place ;  perhaps  one,  or  one  and  a  half  degree  further  east. 

Jan.  6.  Lat.  3°  30'  K;  long.  29°  35'  W.  Current,  during  24  hours,  27  miles,  K  N  E.  Winds :  E. 
N.  E.,  E.  by  N.,  and  E.  N.  E.  throughout  these  24  hours;  brisk  breeze,  and  passing  clouds. 

Jan.  6.  Lat.  1°  17'  K;  long.  29°  04'  W.  Barometer,  30.38.  Winds :  E.  S.  E.,  E.  by  S.,  E.  S.  E.; 
first  part,  light  wind,  and  pleasant;  middle  part,  moderate  breezes  with  passing  squalls  of  rain;  latter  part, 
light  breeze,  and  pleasant. 

Jan.  8.     Lat.  00°  47'  S.;  long.  30°  02'  W.     Current,  N.,  17  mUes.    Barometer,  30.38.     Winds  :  S.  E., 


34:4  THE  WIND  AND  CUKKEKT  CHARTS. 

S.  E.  by  S.,  S.  S.  E.;  first  part,  light,  baffling  wiad,  and  squally  appearance.  At  3  P.  M.  made  St.  Paul's 
Eock,  bearing  S.  W.  J  W.;  strong  ripplings  on  the  water;  middle  part,  moderate  breeze  and  passing  clouds. 
At  4h.  30m.  P.  M.  the  ship  was  on  the  equator,  in  long,  29°  40'  W.;  27  days  and  16  hours  from  Boston. 

Jan.  9.  Lat.  3°  01'  S.;  long.  31°  01'  W.  Current,  during  24  hours,  9  miles,  W.  Barometer,  30.87. 
Winds:  S.  E.  by  S.,  S.  E.  by  S.,  and  S.  S.  E.     Throughout  light. 

Jan.  10.  Lat.  5°  50'  S.;  long.  32°  14'  W.  Current,  13  miles,  S.  W.  J  W.  Winds:  S.  E.  by  S.,  S. 
E.,  S.  E.;  first  part,  light  breeze,  and  pleasant.  At  2  P.  M.  spoke  the  English  schooner  Harriet,  35  days 
out  from  St.  John,  N.  F. ;  bound  to  Pernambuco;  reported  having  crossed  the  equator  in  25°  30'  W.,  and 
had  no  calm;  reported  also  having  taken  the  N. E.  trade  in  lat.  of  22°  N.,  and  had  fresh  trades;  his  passage 
being  only  five  days  longer  than  mine.  I  had  great  curiosity  to  know  how  he  had  been  steering  with  so 
much  difference  in  the  two  vessels'  sailing;  so  much  so,  that,  from  the  time  I  could  just  see  him  from  the 
deck  ahead,  until  I  lost  sight  of  him  astern,  did  not  exceed  eight  hours.  I  sent  my  first  of&cer  on  board 
with  letters  to  be  forwarded  to  the  United  States;  also  to  gain  some  information  about  his  passage;  the 
track  On  his  chart  showed  that  he  had  kept  well  to  the  eastward,  and  had  good  runs,  especially  from  22° 
N.,  when  he  first  took  the  trades.  [The  passage  from  St.  John's  to  the  line  ought  to  be  several  days 
shorter  than  from  New  York.]     Middle  and  latter  part,  moderate  trade,  and  pleasant. 


Captain  Curwen,  of  the  Qolden  West,  to  Lieut.  Maurrj. 

San  Feancisco,  April  29, 1853. 

Dear  Sir  :  I  herewith  inclose  abstract  log  of  ship  Golden  West,  from  Boston  to  San  Francisco.  You 
will  perceive  that  I  took  the  N.  E.  trades  on  the  Atlantic,  in  latitude  30°  N.,  and  longitude  40°  W.;  and 
that  I  had  them  throughout  from  E.  to  S.  E.;  never  to  northward  of  east.  Carried  them  to  latitude  00°  53' 
K;  longitude,  33°  37'  W.,  when  wind  hauled  to  S.  S.  E.,  and  obliged  me  to  tack,  21  days  out.  From  this 
time,  until  January  10  (28  days  out),  when  I  crossed  the  equator,  experienced  light  baffling  airs  and  calms, 
with  strong  N.  W.  current  most  of  the  time. 

Although  mine  was  an  unusually  bad  chance,  still,  I  think  that  28  days  to  the  equator  would  be 
considered  a  fair  passage  by  the  old  route.  You  will  also  notice,  that  from  latitude  25°  to  22°  S.  on  the 
Pacific,  where  I  should  have  had  S.  E.  trades— had  very  light  northerly  airs  and  calms— have  experienced 
strong  westerly  currents  from  latitude  20°  S.  to  20°  W.,  in  the  Pacific. 

I  shall  continue  keeping  an  abstract,  and  will  forward  the  same  to  you  from  time  to  time. 

"  Ship  Qolden  West  (Samuel  E.  Curwen),  foiirteen  days  out. 

Dec.  28,  1853.  Lat.  19°  48'  K;  long.  88°  27' W.  Barometer,  29.90 ;  temperature  of  air,  80°;  of 
water,*  78°.  Winds:  E.  by  S.,  to  S.  E.  First  and  middle  parts,  brisk  trades,  and  squally  with  rain;  latter 
part,  moderate. 

Dec.  29.    Lat.  15°  47'  K;  long.  38°  20'  W.     Barometer,  30.10;  temperature  of  air,  78°;  of  water,* 


*  22  feet  below  the  surface. 


ROUTES  TO   RIO,    ETC.  SAS 

78°.  Winds:  E.  S.  E.,  E.  by  S.,  S.  E.  by  E.  First  part,  moderate  and  pleasant;  middle  and  latter  parts, 
brisk  breezes  and  squally,  with  rain.     No  gulf- weed  seen  to-day.     Great  numbers  of  flying-fish. 

Dec.  30.  Lat.  11°40'N.;  long.37°  23' W.  Barometer,  30.00;  temperature  of  air,  74°  ;  of  water,  76°. 
"Winds:  E.  by  S.  to  S.  E.  by  E.     Brisk  trades  and  passing  clouds;  squally  at  times. 

Dec.  31.  Lat.  7°20'K;  long.  35°28'W.  Current,  N.  29°  E.,  1|  knots  per  hour.  Barometer,  29.90  ; 
temperature  of  air,  78°.  Winds :  from  E.  by  S.  to  S.  E.  by  E.  throughout  the  day.  Strong  trades  and 
cloudy;  light  showers  occasionally;  going  from  lOJ  to  11|  knots.     Distance  per  log,  262  miles. 

Jan.  1,  1854.  Lat.  5°  08'  N.;  long.  34°  01'  W.  Current,  N.  29°  E.,  IJ  knots  per  hour.  Barometer, 
30.00 ;  temperature  of  air,  77° ;  of  water  (22  feet  below  surface),  79°.  Winds :  E.  S.  E.,  E.  S.  E.  to  S.  S.  E., 
E.  Brisk  breezes,  and  squally  appearances ;  night  squally  and  baffling,  with  rain ;  ends  pleasant,  with 
moderate  breezes.     Distance  per  log,  211  miles. 

Jan.  2.  Lat.  2°  33'  N.;  long.  32°  56'  W.  Barometer,  29.90;  temperature  of  air,  74°.  Winds:  E.  S.  E., 
S.  S.  E.,  S.  S.  E.  Commences  moderate  and  hazy ;  throughout  the  middle  and  latter  parts  squally,  with 
heavy  rain;  much  thunder  and  lightning.     Distance  per  log,  173  miles. 

Jan.  3.  Lat.  00°  53'  N.;  long.  33°  37'  W.  Barometer,  22.90.  Winds:  S.  E.  by  E.,  S.  E.,  S.  S.  E.  to 
S.  E.  First  part  squally,  with  thick  rainy  weather.  At  4  P.  M.  clear  and  pleasant ;  midnight  squally,  with 
much  rain.  At  8  A.  M.,  wind  S.  S.  E.,  tacked  to  the  eastward.  Ends  moderate  and  pleasant.  Distance 
per  log,  171  miles. 

Jan.  4.  Lat.  00°  20' K;  long.  34°  16' W.  Barometer,  29.90;  temperature  of  ^ir,  88°.  Winds:  S.E., 
E.  to  S.  E.,  S.  S.  E.  First  and  latter  part,  light  winds  and  pleasant ;  middle  part,  squally.  At  7  P.  M.  tacked 
to  the  southward  64  miles.     Current  setting  N.  76°  W.     Distance  per  log,  137  miles. 

Jan.  5.  Lat.  1°  18' N.;  long.  32°  55' W.  Barometer,  29.90;  temperature  of  air  81°.  Winds:  S.S.  E., 
S.  by  E.,  to  S.  E.  by  S.  Moderate  and  hazy  throughout.  At  5  P.  M.  tacked  to  the  eastward.  Distance 
per  log,  178  miles. 

Jan.  6.  Lat.  3°  20'  N.;  long.  30°  51'  W.  Barometer,  29.90;  temperature  of  air,  84°.  Winds:  S.  E. 
to  S.  S.  E.  Moderate  throughout,  with  passing  clouds.  Standing  to  eastward  41  miles.  Current,  setting 
N.  46°  W.    Distance  per  log,  171  miles. 

Jan.  7.  Lat.  1°  52'  K;  long.  29°  03'  W.  Barometer,  30.00;  temperature  of  air,  74°;  of  water  (22 
feet  below  surface),  79°.  Winds :  S.  S.  E.,  N.  E.  to  east,  E.  N.  E.  First  part,  light  airs  and  calm ;  night, 
squally;  much  rain,  thunder,  and  lightning;  latter  part,  light  airs  and  cloudy.  No  observation.  Allow 
the  same  current  as  yesterday.  Heavy  swell  from  N.  E.  Tacked  to  the  southward  at  6  P.  M.  Distance 
per  log,  133  miles. 

Jan.  8.  Lat.  2°  06'  K;  long.  30°  25'  W.  Barometer,  30.00;  temperature  of  air,  88°.  Winds:  S.  E. 
to  S.  by  E.  Calm  at  intervals.  Very  heavy  swell  from  E.  N.  E.  A  two-knot  current  setting  N.  N.  W. 
Ship  heading  easterly.     Distance  per  log,  71  miles. 

Jan.  9.  Lat.  1°  36'  N.;  long.  30°  08'  W.  Currents,  N.  29°  W.,  one  and  a  half  knot  per  hour.  Baro- 
meter, 30.00;  temperature  of  air,  77°:  of  water  (22  feet  below  surface),  80°.  Winds :  S.  to  S.  S.  W.,  S.  to 
44 


846  .  THE  WIND  AND  CUKRENT  CHARTS, 

S.  S.  W.,  S.  E.  by  E.     Light  airs  throughout,  with  passing  showers.     At  2  P.  M.  tacked  to  the  eastward, 
and  at  4  A.  M.  to  the  southward  and  westward.    Distance  per  log,  122  miles. 

Jan.  10.  Lat.  00°  46'  S.;  long.  32°  02'  W.  Barometer,  29.90;  temperature  of  air,  85°.  "Winds:  S. 
and  S.  by  E.,  S.  and  S.  by  E.,  S.  S.  E.,  and  S.  E.  by  S.  First  and  middle  parts,  gentle  breezes  and  passing 
clouds ;  latter  part,  brisk  wind.     No  current.     Distance  per  log,  182  miles. 

Clipper  Barque  Storm  (J.  J.  Eoberts),  from  San  Francisco,  ten  days  out. 

Dec.  31.  Lat.  21°  41'  JST. ;  long.  39°  25'  W.  Barometer,  30.19  ;  temperature  of  air,  76°  ;  of  water,  74°. 
Winds:  E. S.  E.,  E.  by  S.,  E.  by  S.  Heavy  weather  and  high  seas.  Lost  fore-topgallant-mast;  shipping 
whole  seas  over  the  bows. 

Jan.  1,  1853.  Lat.  17°  58'  F.;  long.  38°  13'  W.  Barometer,  30.20;  temperature  of  air,  78°;  of 
water,  75°.     Winds :  E.  by.  S.     Weather,  the  same  as  yesterday.     • 

Jan.  2.  Lat.  14°  20'  N. ;  long.  37°  00'  W.  Barometer,  30.10 ;  temperature  of  air,  78°  ;  of  water,  77°. 
Winds :  E.  S.  E.,  E.  S.  E.,  E.  by  S.     IVesh  breezes  and  fine  weather. 

Jan.  3.  Lat.  10°  55'  N.;  long.  35°  27'  W.  Barometer,  30.15 ;  temperature  of  air,  78°;  of  water,  77°. 
Winds :  E.  by  S.  Heavy  weather  and  frequent  squalls.  For  the  last  three  days,  I  notice  the  barometer 
falls  during  the  day,  and  towards  night  rises  again  without  any  material  change  in  the  weather. 

Jan.  4.  Lat.  7°  06';  long.  33°  42'  W.  Barometer,  29.95;  temperature  of  air,  80°:  of  water,  79°. 
Winds :  E.  by  S.,  E.  by  S.,  E.  S.  E. ;  first  and  middle  parts,  heavy  weather  and  squally — barometer  very 
changeable ;  latter  part,  more  moderate. 

Jan.  5.  Lat.  3°  26'  N.;  long.  33°  16'  W.  Barometer,  29.90 ;  temperature  of  air,  80° ;  of  water,  80°. 
Winds :  E.  S.  E.,  E.  S.  E.,  S.  E. ;  first  and  middle  parts,  moderate  winds  and  rainy ;  latter  part,  rain  and  calms ; 
three  inches  of  rain  fell  in  an  hour. 

Jan.  6.  Lat.  2°  24'  N.;  long.  34°  14'  W.  Barometer,  29.94;  temperature  of  air,  80°;  of  water,  80°. 
Winds:  calm,  S.  S.  E.,  S.  S.  E.,  S.  S.  E.;  first  part,  fine  and  calm;  middle,  light  airs;  latter,  light  breeze. 
The  foretopmast  trestle-trees  broke  short  offj  and  let  the  mast  down  by  the  run. 

Jan.  7.  Lat.  1°  10'  N. ;  long.  35°  16'  W.  Barometer,  29.98 ;  temperature  of  air,  80°  ;  of  water,  80°. 
Winds:  first  and  middle  parts,  light  and  baffling  to  south,  and  calms;  latter  part,  S.  E.  Fine  weather  and 
light  airs.  Looks  rather  dubious  about  clearing  Cape  St.  Eoque ;  however,  I  shall  stand  on,  and  trust  to 
luck.  [That's  right.]  It  is  my  own  fault  if  I  fall  to  leeward,  and  get  jammed,  for  I  might  easily  have  made 
more  easting  by  sailing  close-hauled. 

Jan.  8.  Lat.  00°  15'  S. ;  long.  85°  33'  W.  Barometer,  30.05 ;  temperature  of  air,  82° ;  of  water,  80°; 
Winds  :  S.  E.  by  S.,  E.,  S.  E. ;  first  part,  light  breeze.  At  5  P.  M.  a  heavy  squall  from  E.  N.E.,  carried  away 
the  larboard  cathead,  from  the  strain  on  the  jib-guys,  and  wrung  the  bowsprit  head  and  cap  badly.  All  the 
trestle-trees,  fore  and  aft,  have  given  away,  owing  to  bad  material,  and  being  too  light,  and  I  am  obliged  to 
be  easier  with  her  than  I  should  otherwise  have  been.  Crossed  the  line  in  17  days  and  16  hours,  from 
Sandy  Ilook.     At  10  A.  M.  took  the  trades  at  S.  E.  light. 


ROUTES  TO   KIO,   ETC.  347 

Jan.  9.  Lat.  2°  14'  S.;  long.  36°  26'  W.  Current,  J  knot  per  hour,  W.  Barometer,  30.00 ;  tempera- 
ture of  air,  82° ;  of  water,  80°.  "Wind  :  S.  E.  Fine  weather,  and  light  winds ;  observed  westerly  current 
for  the  first  time. 

Jan.  10.  Lat.  3°  23'  S. ;  long.  36°  29'  W.  No  current.  Barometer,  29.90 ;  temperature  of  air,  81°  ; 
of  water,  79°.     Winds :  S.  E.,  E.  S.  E.,  S.  E.  by  E.    Fine  weather,  and  moderate  breezes. 

Jan.  11.  Lat.  3°  14'  S. ;  long.  36°  08'  W.  Current,  1  knot  per  hour,  W.  Barometer,  29.93 ;  tempera- 
ture of  air,  82° ;  of  water,  79°.  Winds :  E.  S.  E.,  E.  S.  E.,  S.  E.  by  E.  First  part,  fresh  breeze,  and  heavy 
S.  E.  swell — tacked  to  N.  E.,  Point  Tubarao  bearing  south,  35  miles  distant,  at  8  P.  M.    Latter  part  fine. 

Jan.  12.  Lat.  1°  25'  S.;  long.  34°  36'  W.  Current  per  hour,  1  mile,  N.  W.  Barometer,  29.90; 
temperature  of  air,  81°  ;  of  water,  79°.    Winds :  S.  E.  by  E.,  S.  E.,  S.  E.;  fine  weather  and  moderate  breezes. 

Jan.  13.  Lat.  1°  27'  S.;  long.  35°  45'  W.  Barometer,  29.90;  temperature  of  air,  82°;  of  water,  80°. 
Winds :  S.  E.  by  S. ;  S.  S.  E.,  S.  E.     Light  wind,  and  rain  .squalls. 

Jan.  14.  Lat.  3°  52'  S.;  long.  34°  31'  W.  Current,  1  mile  per  hour,  K  W.  Barometer,  29.90; 
temperature  of  air,  83°;  of  water,  79°.  Winds:  S.  E.,  S.  E.by  E.,  S.  E.  by  E. ;  fine  weather  and  light 
breeze ;  middle,  fresh.  Twenty -four  days  out,  and  I  shall  be  very  well  satisfied  if  I  can  lay  along  the 
coast. 

Jan.  15.  Lat.  5°  55'  S. ;  long.  34°  42'  W.  Current,  same  as  yesterday.  Barometer,  29.90 ;  tempera- 
ture of  air,  84°  ;  of  water,  80°.     Wind :  E.  S.  E. ;  fine  weather  and  moderate.     No  sounding  with  90  fathoms. 

Jan.  16.  Lat.  8°  10'  S. ;  long.  34°  30'  W.  Barometer,  29.90;  temperature  of  air,  85° ;  of  water,  80°, 
Winds :  E.  N.  E.,  E.,  S.  by  E.  At  2  P.  M.  made  Point  Pipa,  west,  13  miles  distant.  The  more  we  draw  in 
shore  the  more  the  wind  favors  us.     At  midnight,  passed  within  5  miles  of  Cape  Blanco. 

The  Storm  behaved  to  admiration  after  she  found  herself  jammed ;  she  followed  her  guide,  put  off 
beating  as  long  as  she  could,  trusting  to  chance  for  a  slant  of  wind.  Though  she  crossed  the  equator  as 
far  as  35°  30' — and  which  is  farther  than  is  desirable,  yet  in  24  days  out,  from  New  York,  she  was  clear 
of  Cape  St.  Roque,  despite  that  great  old  phantom  of  a  bugbear,  the  westerly  current. 

Flying  Childers  (J.  Dain  White),  Boston  to  San  Francisco,  1852-3,  12  days  out. 

Dec.  30.  Lat.  20°  05'  N.;  long.  43°  38'  W.  Barometer,  30.10 ;  temperature  of  air,  75°;  of  water,  77°. 
Winds  :  E.,  E.  N.  E.,  E.  N.  E. ;  moderate  trades. 

Dec.  31.  Lat.  17°  58'  N. ;  long.  41°  59'  W.  Barometer,  39.10 ;  temperature  of  air,  76° ;  of  water,  77°. 
Winds :  E.  N.  E.,  E.,  E.;  moderate  trades. 

Jan.  1,  1853.  Lat.  15°  31'  N. ;  long.  41°  30  W'.  Barometer,  30.00 ;  temperature  of  air,  77° ;  of  water, 
78°.     Winds:  E.S.E.,S.E.,E.;  moderate  trades. 

Jan.  2.  Lat.  13°  14'  N.;  long.  40°  W.  Barometer,  30.00;  temperature  of  air,  77°;  of  water,  78°. 
Winds:  E.,  E.,  E.N.  E.;  moderate  trades. 


348  THE  WIND  AND  CURRENT  CHARTS. 

Jan.  3.  Lat.  11°  10'  N". ;  long.  38°  25'  W.  Barometer,  30.00;  temperature  of  air,  77°;  of  water,  78°. 
"Winds :  E.  N.  E.,  E.  K  E.,  E. ;  moderate  trades. 

Jan.  4  Lat.  9°  24'  K;  long.  36°  10'  W.  Barometer,  30.00;  temperature  of  air,  78°;  of  water,  78°. 
Winds :  E.  N.  E.,  E.  N.  E.,  E.  N.  E. ;  moderate  trades. 

Jan.  5.  Lat.  7°  17'  N.;  long.  34°  10'  W.  Barometer,  30.00 ;  temperature  of  air,  78°;  of  water,  78°. 
Winds :  E.  N.  E.,  E.  N.  E.,  E.  N.  E. ;  moderate  trades. 

Jan.  6.  Lat.  5°  19'  N.;  long.  33°  08'  W.  Barometer,  30.00 ;  temperature  of  air,  78°  ;  of  water,  78°. 
Winds:  S.  E.,  E.,  E.  N.  E.;  light  breezes  with  rain  squalls. 

Jan.  7.  Lat.  4°  27'  N.;  long.  30°  09'  W.  Barometer,  30.00  ;  temperature  of  air,  79°  ;  of  water,  79°. 
Winds :  N.  E.,  N".  E.,  N.  E. ;  gentle  breezes  with  heavy  rain  squalls. 

Jan.  8.  Lat.  2°  55'  N. ;  long.  30°  04'  W.  Barometer,  30.00 ;  temperature  of  air,  82° ;  of  water,  80°. 
Winds:  E.  S.  E.,  E.  S.  E.,  E.  S.  E. ;  first  part  squally,  middle  part  fresh  breezes,  latter  part  calm. 

Jan.  9.  Lat.  2°  14'  K;  long.  30°  15'  W.  Barometer,  30.00;  temperature  of  air,  82°;  of  water,  80°. 
Winds :  S.  W.,  S.  E. ;  light  airs  and  calm — all  around  the  compass. 

Jan.  10.  Lat.  0°  09'  N. ;  long.  30°  29'  W.  Barometer,  30.10 ;  temperature  of  air,  82°  ;  of  water,  80°. 
Winds:  S.  E.,  S.  E.,  S.  E. ;  light  trades,  with  fine  weather. 

Jan.  11.  Lat.  2°  38'  S.;  long.  31°  30'  W.  Current,  W.,  20  miles.  Barometer,  30.10;  temperature 
of  air,  81°  ;  of  water,  7^^,  Winds :  S.  E.,  S.  E.,  S.  E.     Gentle  breezes  and  clear. 

Jan.  12.  Lat.  5°  04'  S. ;  long.  32°  50'  W.  Current,  W.  N.  W.,  30  miles.  Barometer,  30.00;  tem- 
perature of  air,  82°  ;  of  water,  80°.     Winds  :  S.  E.,  S.  E.,  S.  E.  by  E.     Fine  breezes  and  clear. 

Ship  Bald  Eagle  (P.  Dumaresq),  New  York  to  San  Francisco. 

Jan.  16,  1853.  Lat.  18°  56'  K;  long.  40°  32'  W.  Barometer,  29.98;  temperature  of  air,  77°;  of 
water,  76°.     Wind  light  and  pleasant,  S.  I  E.,  S.  by  E.,  S.  S.  E. 

Jan.  17.  Lat.  16°  13'  N. ;  long.  40°  7'  W.  Barometer,  30.04 ;  temperature  of  air,  76° ;  of  water,  76°. 
Wind  light  and  pleasant ;  braced  sharp  up ;  S.  S.  E.,  E.  S.  E.,  E.  by  S. 

Jan.  18.  Lat.  12°  44'  N. ;  long.  38°  26'  W.  Barometer,  30.00;  temperature  of  air,  76°;  of  water, 
77°.     Wind  fresh  and  pleasant;  bi*aced  sharp  up  ;  S.  by  E.,  E.  by  S.,  E.  ^  S. 

Jan.  19.  Lat.  9°  49'  K;  long.  36°  12'.  Barometer,  29.97;  temperature  of  air,  76°;  of  water,  78°. 
Wind  moderate  and  pleasant,  braced  sharp  up;  E.,  E.  by  S.,  latter  part,  east. 

Jan.  20.  Lat.  6°  41'  N.;  long.  34°  W.  Barometer,  29.93;  temperature  of  air,  78°;  of  water,  80°, 
Wind  moderate  and  pleasant ;  braced  sharp  up ;  E.,  E.,  E.  i  N. 

Jan.  21.  Lat.  4°  19'  K;  long.  31°  50'  W.  Barometer,  29.90;  temperature  of  air,  80°;  of  water, 
80°.     Wind  light ;  braced  sharp  up  ;  E.  J  N.,  E.,  E.  by  K 

Jan.  22.  Lat.  2°  N.;  long.  30°  8'  W.  Barometer,  29.90;  temperature  of  air,  82°;  of  water,  80°. 
Wind  light  through  the  night ;  repeated  squalls ;  E.  by  N.,  E.,  E.  by  N. 

Jan.  23.     Lat.  0°  1'  S.;  long.  31°  13'  W.    Barometer,  29.92;  temperature  of  air,  82°  ;  of^ater,  80°. 


ROUTES   TO   RIO,   KTC,  849 

Light  trades,  with  a  few  squalls;  first  part,  S.  E.  by  S.,  S.  E.  J  S.,  S.  E.  Crossed  the  equator;  averaged 
14i  miles  per  day. 

Jan.  24.  Lat.  2°  9'  S.;  long.  32°  20'  W.  Barometer,  29.88;  temperature  of  air,  82°;  of  water,  79°. 
Light  trade-winds,  S.  E.  J  S.,  S.  E.  by  E.,  S.  E. 

Jan.  25.  Lat.  5°  5'  S. ;  long.  33°  30'  W.  Barometer,  29.88 ;  temperature  of  air,  82° ;  of  water,  79°. 
Moderate  trades,  S.  E.,  S.  E.,  S.  S.  E.     Passed  to  the  westward  of  Fernando  de  Noronha. 

Jan.  26.  Lat.  8°  22'  S. ;  long.  34°  8'  W.  Barometer,  29.94;  temperature  of  air,  83°  ;  of  water,  80°. 
Moderate  trades ;  braced  sharp  up ;  S.  E.  by  E.,  S.  E.  by  E.,  S.  E.  |  E. 

Jan.  27.  Lat.  11°  27'  S. ;  long.  34°  37'  W.  Barometer,  29.90 ;  temperature  of  air,  83° ;  of  water,  80°. 
Light  trades ;  checked  the  braces,  and  set  studding  sails,  the  first  chance  since  leaving  New  York ;  E.  S.  E., 
E.  S.  E.,  E. 

/Ship  Eagle  (John  S.  Farron),  from  New  York  to  San  Francisco,  eighteen  days  out. 

Jan.  25,  1853.  Lat.  20°  I'N.;  long.  32°  58'  W.  Barometer,  30.00;  temperature  of  air,  74°;  of 
water,  72°.     "Winds  :  E.  by  S.,  E.  by  N.,  E.  by  S.     Strong  breezes,  first  and  middle,  flawy ;  latter  part,  fair, 

Jan.  26.  Lat.  16°  43'  N.;  long.  32°  10'  W.  Barometer,  29.94;  temperature  of  air,  76°;  of  water, 
73°.    Winds:  E.  by  S.,  E.  by  S.,  E.     Fine  weather. 

Jan.  27.  Lat.  13°  37'  N.;  long.  31°  35'  "W.  Barometer,  29.85;  temperature  of  air,  76°;  of  water, 
73°.     Winds  :  E.  N.  E.,  E.  by  S.,  E.    Fine  weather. 

Jan.  28.  Lat.  11°  08'  N.;  long.  30°  47'  W.  Barometer,  29.86;  temperature  of  air,  77°;  of  water, 
75°.    Winds :  E.  by  N^  E.  N.  E.,  E.  by  N.    Light,  with  passing  clouds  from  the  S.  W.,  and  fair. 

Jan.  29.  Lat.  7°  59'  N.;  long.  30°  16'  W.  Barometer,  29.90;  temperature  of  air,  81°;  of  water, 
78°.  Winds:  E.  by  N.,  east,  E.  by  S.  Moderate  and  fair;  clouds  passing  from  S.  S.  W.  At  10  A.  M.  we 
had  the  first  light  shower. 

Jan.  30.  Lat.  4°  13'  N.;  long.  29°  5'  W.  Barometer,  29.86;  temperature  of  air,  79°;  of  water 
79°.     Winds  fresh,  E.  S.  E.     First,  cloudy;  middle,  do.;  latter,  dark  cloudy  weather,  and  heavy  sea  on. 

Jan.  31.  Lat.  0°  46'  N. ;  long.  29°  W.  Barometer,  29.86 ;  temperature  of  air,  79° ;  of  water  76°. 
Winds:  E.  S.  E.,  E.  by  S.,  E.  by  S.  fresh.  First,  cloudy;  middle  and  latter,  squally,  with  hard  rain 
occasionally ;  latter  part,  wind  variable,  from  E.  N.  E.  to  S.  E. 

Feb.  1.  Lat.  1°  36'  S.;  long.  29°  8'  W.  Barometer,  29.85;  temperature  of  air,  78°;  of  water,  78°. 
Winds :  E.  to  E.  N.  E.,  N.  E.  to  S.,  and  E.  to  N.  Variable  winds  and  weather  throughout,  with  dark 
cloudy  weather  and  frequent  hard  squalls  of  heavy  rain.  At  3  P.  M.  a  large  shoal  of  porpoises  going  from 
S.  W.  to  N.  E. ;  at  noon,  a  whirlwind  passed  astern  of  the  ship. 

Ship  Tornado  (0.  E.  Mumford),  New  York  to  San  Francisco,  fifteen  days  out. 

Jan.  26,  1853.  Lat.  22°  30'  N. ;  long.  37°  25'  W.  Barometer,  30.15;  temperature  of  air,  73°;  of 
water,  74°.  Wind :  E.  by  N.  during  the  24  hours.  Moderate  breezes  and  fine  weather.  Distance,  203 
miles.     Ends  with  fresh  breezes  and  fine  weather.  , 


350  THE  WIND  AND  CURRENT  CHARTS. 

Jan.  27.  Lat.  18°  46'  N. ;  long.  35°  49'  W.  Barometer,  29.95 ;  temperature  of  air,  74°;  of  water,  75°. 
Winds :  E.  by  N.,  east,  and  east.  Fresh  breezes,  and  cloudy  rainy  weather.  Distance,  242  miles.  During 
the  afternoon  frequent  squalls  of  wind  and  rain,  which  appeared  to  rise  in  the  N.  E.  and  S.  E.,  and  meet, 
when  the  rain  came  down  in  torrents.    Ends  with  rainy  weather. 

Jan.  28.  Lat.  15°  16'  N. ;  long.  33°  53'  W".  Barometer,  29.99  ;  temperature  of  air,  71° ;  of  water,  74". 
Winds  during  the  day  east.  Fine  breezes  and  squally  weather.  Strong  current  riffs.  Distance,  238  miles. 
At  6  P.  M.  saw  a  ship  bound  south,  bearing  E.  S.  E.,  distance  10  miles.  Ends  with  moderate  and  baffling 
winds. 

Jan.  29.  Lat.  12°  20'  K;  long.  33°  W.  Barometer,  29.94;  temperature  of  air,  73°;  of  water,  75°. 
Winds  :  E.  by  S.,  E.  S.  E.,  and  E.  by  S.  Moderate  breezes  and  fine  weather.  Distance,  183  miles.  The 
ship  we  saw  last  evening  bearing  N.  by  E.,  13  miles  distant.  Strong  current  riffs.  Ends,  moderate  breezes 
and  fine  weather. 

Jan.  30.  Lat.  9°  43'  N.;  long.  31°  30'  W.  Current,  18  miles,  IST.;  barometer,  29.95;  temperature  of 
air,  78°;  of  water,  80°.  Winds:  E.  by  N.,  east,  and  east.  Moderate  breezes  and  fine  weather.  Distance, 
180  miles.  At  6  P.  M.  strong  current  riffs.  Ends  with  fine  breezes  and  fair  weather ;  southerly  sea. 
Distance  sailed  this  month,  by  log,  3,532 ;  by  abstract,  from  noon  to  noon,  3,443. 

Jan.  31.  Lat.  5°  58'  N.;  long.  30°  11'  W.  Current,  three-fourth  mile  IST.,  62°  W.  Barometer, 
29.94;  temperature  of  air,  79°;  of  water,  79°.  Winds:  E.,  E.  by  S.,  and  E.  by  S.  Fine  breezes  and 
cloudy  weather.     Distance,  238.     Short  heavy  sea.     Ends  fine  breezes  and  fine  weather. 

Feb.  1.  Lat.  1°  56'  N.;  long.  29°  49'  W.  Barometer,  29.87;  temperature  of  air,  79°;  of  water,  79° 
Winds:  E.,  E.  by  S.,  and  east.  Fine  breezes  and  fine  weather.  At  4  P.M.  discovered  a  strong  westerly 
current.     Ends  moderate  breezes  and  fine  weather. 

Feb.  2.  Lat.  1°  9'  S.;  long.  30°  20'  W.  Current,  S.  80°  W.,  IJ  mile  per  hour.  Barometer,  29.89; 
temperature  of  air,  83° ;  of  water,  81°.  Winds  :  E.  by  S.,  E.  by  S.,  and  E.  S.  E. ;  moderate  breezes,  and 
fine  weather.  At  2  P.M.  crossed  the  equator,  in  long.  30°  06' W.  Ends  light  airs,  inclined  to  calm.  Dist. 
by  log  to  the  equator,  3,989  ;  by  observation,  from  noon  to  noon,  3,804.* 

Feb.  3.  Lat.  2°  41'  S.;  long.  30°  40'  W.  Barometer,  29.88;  temperature  of  air,  80°  ;  of  water,  81°. 
Winds :  E.  S.  E.,  E.  S.  E.,  and  S.  S.  E. ;  light  airs  and  squally,  with  rain ;  during  the  afternoon,  wind 
veering  from  S.  E.  to  N.  E. ;  latter  part  steady,  from  the  S.  E.  by  S. 


From  H.  T.  Walter,  of  the  Phantom. 

We  inclose  herewith,  the  barque  Phantom's  abstract  log,  besides  a  few  small  collections  of  sea- weed. 
I  noticed  in  your  peculiar  work,  the  longer  the  voyage,  the  more  information ;  ours,  for  that  reason,  ought 
to  be  acceptable. 

We  have  not  put  down  the  strength  of  the  current,  for  the  reason  we  had  no  opportunity  of  ascertain- 
ing its  correct  rate,  and,  unless  such  is  done,  it  is  more  apt  to  mislead  than  to  be  beneficial.     Likewise,  our 


*  You  will  please  note  the  distance  differs  but  90  miles,  us  given  in  your  tabic,  for  the  mouth  of  January. 


351 

navigation  is  omitted,  as  the  morning  and  evening  amplitudes  differed  several  degrees.  I  did  not  like  to 
mix  aberration  with  variation,  as  it  was  only  useful  for  us.  Neither  have  we  troubled  our  readers  in  the 
log  with  our  misfortunes  ;  although,  three  days  from  Cape  Henry,  we  lost  our  jib-booms,  gallantmast,  etc., 
besides  leaking  badly,  and  hence  we  were  not  able  at  times  to  keep  the  vessel  by  the  wind,  and  were  com- 
pelled to  go  to  eastward  of  your  track,  for  fear  we  had  to  beat,  which  would  have  been  a  bad  job  without  a 
jib.     But  we  have  paid  the  utmost  attention  to  barometer,  thermometer,  state  of  weather,  etc. 

The  barque  Keindeer,  which  left  the  Capes  with  us,  arrived  the  same  day  at  Kio.  I  believe  she  crossed 
the  line  in  28°  00'. 

The  brigW.  A.  Steward  left  the  Cape  three  or  four  days  before  us;  and  arrived  the  same  day  withiis; 
she  sighted  Fernando  de  Noronha,  and  arrived  with  us  the  same  day. 

On  an  average,  vessels  which  sailed  before  and  with  us,  had  very  long  passages  for  the  time  of  the  year. 

The  barque  Inca,  which  sailed  from  Baltimore  the  2d  of  January,  arrived  some  days  after  us ;  her 
passage  is  therefore  from  80  to  90  days.  On  the  other  hand,  two  vessels  left  Baltimore  after  us :  one  made 
the  passage  in  35,  the  other  in  41  days.  Last  year,  about  the  same  month  and  date,  I  found  strong  winds 
from  E.  S.  E.,  to  E.  N.  E.  in  the  same  latitudes,  where  we  had  this  time,  W.,  S.  W.,  and  S.  winds. 

I  crossed  last  year,  in  20°,  in  43°,  9°  46',  in  40°  00',  and  0°  15'  N.,  33°  53' ;  tried  to  beat  to  windward, 
between  2°  and  o°  S.,  but  lost  some  days  for  nothing.  We  then  made  the  land  to  leeward  of  Cape  St. 
Eoque,  and  in  beating  for  some  days  close  in  shore,  weathered  the  land,  having  that  voyage  57  days  to  Rio. 


Another  Letter  from  II.  T.  Walter. 

Baltimore,  Ith  of  Nov&mler,  1854, 
"Lieut.  M.  F.  Maury,  U.  S.  N. 

Sir:  Again  we  have  the  pleasure  of  sending  you  three  abstract  logs  of  the  barque  Phantom. 

I  have  on  purpose  withholden  the  abstracts,  first,  in  not  being  too  hasty  to  judge  your  route ;  secondly, 
if  possible,  to  give  our  little  experience  on  the  same.  I  confess  that,  from  the  beginning,  I  was  a  little 
prejudiced  in  following  your  tracks.  Not  only  I,  but  several  masters  of  vessels  I  have  seen  upon  the  subject, 
having  done  several  voyages  from  Europe  to  the  East  Indies,  we  were  always  in  the  habit  of  crossing  the 
line  far  to  eastward.  Cape  St.  Roque  was  such  a  terror  that  it  was  never  even  mentioned;  hence  my  preju- 
dice. And,  notwithstanding,  the  barque  Phantom  has  not  been  particularly  favored  in  following  your  tracks, 
we  must  come  to  the  conclusion  that  there  are  currents,  winds,  moons,  etc.  etc. ;  that  one  or  two  degrees 
would  be  of  much  importance  to  the  vessel ;  but,  taking  the  favorable  and  unfavorable  views  of  your  route, 
I  think  it  is  entitled  to  much  credit. 

First,  because  of  steadier  breezes  and  the  greater  certainty  of  breezes  between  the  N.  E,  and  S.  E. 
trades. 

Secondly,  because  of  avoiding  those  heavy  squalls  and  calms.  And  when  we  take  in  consideration 
the  waste  of  time,  the  losing  of  spars,  and  the  chafing  of  materials,  which  are  experienced  to  the  eastward, 


852  THE  WIND  AND  CURRENT  CHARTS. 

we  must  come  to  the  conclusioa  that  your  route  is  the  most  favorable,  even  if  we  have,  sometimes,  to  beat 
around  Cape  Roque. 

You  will  see  that,  in  July,  1853,  the  Phantom  crossed  the  line  about  33°  00'  long.,  and  had  no 
difficulty  in  reaching  6°  15'  S.  without  tacking.  Again,  in  August,  1854,  the  line  was  crossed  in  about 
32°  00'  long.  W.,  and  had  mostly  to  tack  to  8°  00'  S.  First,  we  rather  lost  than  gained,  owing  to  the  strong 
breezes  and  rain,  being  not  able  to  stand  close  in  shore;  but,  having  once  beating  breezes  and  clear  weather, 
we  gained  rapidly. 

In  working  along  the  shore,  we  noticed  the  night  in-shore  tacks  (although  against  the  rule  of  land 
breezes),  were  the  most  favorable,  and  mostly  lay  up  one  or  two  points  more  to  southward.  I  found  not 
the  least  difficulty  or  danger  in  working  along  shore  during  the  night,  paying  particular  attention  to  the 
lead. 

I  again  have  omitted  variation,  because  the  amplitude  observation  never  agrees  with  the  variation  of 
the  chart.     Ours,  in  most  cases,  is  more  westerly. 

Currents  are  likewise  omitted ;  first,  because  we  have  not  the  opportunity  and  knowledge  to  ascertain 
their  correct  rate  and  direction  ;  secondly,  currents  which  are  found  west  to  day,  are  east  to-morrow ;  hence 
it  must  mislead  every  navigator.  Even  the  famous  Gulf  Stream,  this  voyage,  was  so  narrow  that  I  hardly 
experienced  any  current.  The  pilots,  however,  told  me  that  they  had  had  an  easterly  wind  for  the  last 
fourteen  days.     Even  large  quantities  of  gulf  and  sea- weed  were  found  on  the  edge  of  soundings. 

In  July,  1853,  between  5°  00'  and  8°  00'  latitude  N.,  about  36°  00'  and  38°  00'  W.,  the  current  set 
us  fast  to  eastward.  Again,  in  August,  1854,  about  same  lat.  and  long.,  the  current  set  us  about  110  miles 
N.  N.  E.  I  could  not  determine  whether  the  current  set  us  that  much  in  one  or  three  days,  having  had 
no  observation  jn  that  time. 

I  have,  however,  paid  a  little  more  attention  to  the  barometer.  The  same  barometer  was  used  in  all 
three  voyages.  It  stands  rather  lower  than  others ;  but  being  very  sensitive,  I  did  not  like  to  alter  it.  The 
stand  of  the  barometer  between  four  o'clock  and  five  o'clock  in  the  morning,  may  be  j  J^  or  ygg  of  an  inch 
out  of  the  way,  being  not  then  watched  as  closely  as  at  the  other  times." 

I  have  often  remarked  the  stress  which  navigators  will  lay,  each  upon  his  own  experience,  acquired 
even  during  one  trip,  as  to  winds  and  currents  by  the  way.  From  this  one  voyage  we  often  see  conclusions 
drawn  with  great  boldness,  and  rules  for  the  guidance  of  mariners  laid  down  with  the  confidence  of  perfect 
knowledge.  "  A  little  learning — ."  The  Pilot,  and  other  charts  of  the  series,  furnish  the  experience — not 
the  opinions — the  facts,  the  carefully  observed  and  faithfully  recorded  facts,  of  thousands  of  navigators, 
as  to  the  winds  and  currents  encountered  by  them ;  and  yet,  with  all  these  data  before  me,  I  often  find  it 
exceedingly  difficult  to  come  to  any  satisfactory  conclusions  as  to  winds,  and  currents,  and  routes,  or  to  lay 
down  sailing  directions  which  shall  hold  good  alike  for  all. 

I  was  reminded  by  this  last  letter  of  Capt.  Walter,  to  examine,  and  see  how  much  experience  the 
abstract  logs  in  this  office  affijrd  as  to  the  difficulties  of  clearing  Cape  St.  Roque  when  one  crosses  the  line 


EOUTES  TO   RIO,   ETC.  85S 

west  of  long.  32°.  Considering  the  ideas  whicli  have  been  unwittingly  instilled  into  our  minds  as  to  awful 
currents,  and  the  dangers  which  beset  vessels  that  cross  so  far  to  the  west,  I  was  surprised  to  find  how 
trifling,  really,  those  difficulties  are  when  they  come  to  be  tried.  I  have  examined  the  logs  of  78  vessels, 
bound  south,  that  have  crossed  the  equator  to  the  west  of  32°,  and  of  these  78  vessels,  17  crossed  to  the 
west  of  long.  34°,  and  two  of  them  only,  viz :  the  Huma,  that  crossed  in  37°  10',  and  the  Levanter,  that 
crossed  in  35°  28',  were  more  than  a  week  in  clearing  Cape  St.  Eoque— the  former  was  8,  the  latter  19  days. 
Two  weeks  in  the  equatorial  doldrums,  east  of  25°,  is  common,  and  three  weeks  is  not  uncommon.  The 
average  of  these  17,  from  the  line  to  the  fair  way,  off  Cape  St.  Eoque,  was  a  fraction  more  than  5  days. 
And,  if  we  take  away  the  two  unfortunates  just  mentioned,  the  average  time  from  the  line  west  of  long. 
8i°  to  the  parallel  of  St.  Eoque,  is  only  a  fraction  over  4  days,  which  is  about  the  average  time  from  the 
line  to  the  same  parallel  by  the  old  route.  Of  these  seventeen,  the  Sovereign  of  the  Seas  crossed  in  36°, 
and  had  three  days.  The  Hudson  Trask  crossed  in  35°,  and  shot  past  in  two  days.  The  Belle  of  the 
West  took  seven  days  from  35°  45';  and  the  Golden  State  the  same  time  to  clear  this  cape  of  fabulous 
terror,  after  having  crossed  the  line  in  36°  38'.  Suppose  experience  to  decide  that  it  will  take  one  week, 
on  the  average,  to  clear  Cape  St.  Eoque,  after  having  crossed  the  line  in  (say)  35° — let  us,  upon  this 
supposition,  compare  the  passage  by  this  crossing,  with  the  length  of  passages  by  the  old  crossings,  say 
between  20°  and  25°  W.  A  vessel,  after  crossing  in  25°,  is  generally  forced  to  sight  St.  Eoque,  and  cer- 
tainly it  is,  to  vessels  from  the  United  States,  nearer  to  cross  the  equator  in  35°  and  sight  St.  Eoque  a 
week  afterwards,  than  it  is  to  do  it  after  crossing  the  line  in  25°,  and  sight  it  in  3  days  afterwards.  Ves- 
sels, especially  in  summer  and  fall,  that  find  themselves  as  far  west  as  36°  or  37°  when  they  lose  the 
N.  E.  trades,  will  very  frequently  find  the  southwardly  monsoons  between  the  two  systems  of  trades 
sufficiently  strong  and  steady  to  carry  them  to  the  eastward  at  the  rate  of  100  miles  or  more  for  a  couple 
of  days,  and  so  enable  vessels  thus  falling  to  leeward,  to  fetch  up  leeway,  by  standing  to  the  eastward  as 
far  as  32°  or  33°. 

Commodore  Mervine's  remarks  in  the  following  letter  bear  upon  this  subject: — 

U.  S.  Ship  Independence, 

Eio  DE  Janeiro,  Nov.  1854. 
Sir:  A  fair  opportunity  has  been  afforded  me  of  testing  the  soundness  of  your  advice,  in  crossing  the 
equator  "  to  stand  on  boldly  towards  St.  Eoque,  instead  of  endeavoring  to  make  easting  in  order  to  avoid 
being  'back-strapped.'  "     Now,  this  catastrophe  happened  to  me,  but  occasioned  no  more  than  eighteen  or 
twenty  hours'  detention. 

Having  pursued  the  course  recommended  by  you  after  entering  the  doldrums,  I  stood  on,  crossed  the 

equator  in  33°  53'  west  long.,  at  11  A.  M.  on  the  15th  November,  and  made  land  on  the  17th,  at  11  A.  M., 

twenty  five  miles  to  leeward  of  St.  Eoque.     The  prospect  of  working  so  far  to  windward,  against  a  strong 

current  (which  I  was  induced  to  believe  existed),  in  a  leewardly  ship  like  the  Independence,  was  rather 

45        ■ 


354  THE  WIND  AND  CURRENT  CHARTS. 

inauspicious.    It  was  accomplished,  however,  during  that  afternoon  and  night,  by  making  short  tacks  off 
and  on  the  Bank  of  St.  Eoque,  in  nine  and  ten  fathoms  water. 

On  the  18th,  at  8  A.  M.,  the  Cape  was  under  oifr  lee,  distant  about  twelve  miles,  and  the  wind  at  east, 
which  enabled  us  to  lay  our  course  along  the  land. 

We  lost  the  N.  E.  trades  in  8°  N.  lat.,  and  got  the  S.  E.  trades  in  3°  N.  lat.,  very  far  to  the  southward, 
S.  by  E.;  which,  after  we  had  crossed  the  equator,  and  as  we  approached  the  coast,  gradually  favored  us 
more  and  more  to  the  eastward,  especially  during  the  night. 

From  the  frequency  and  comparative  ease  with  which  vessels  beat  around  the  Cape,  I  am  inclined  to 
believe  that  the  winds  in  that  vicinity  are  considerably  modified  by  the  land,  and  will  be  found  generally 
to  prevail  from  the  eastward. 

I  am,  very  respectfully. 

Your  obed't  serv't, 

WM.  MERVINE, 

Appointed  to  Command  Pacific  Squadron. 
Lieut.  M.  F.  Maury,  U.  S.  N., 

National  Observatory,  Washington,  D.  0. 

I  have  endeavored  to  impress  navigators  who  attempt  the  new  route,  and  who  use  these  Sailing 
Directions,  with  a  sense  of  the  advantages  which  they  gain  by  standing  boldly  on  when  they  begin  to 
feel  pinched,  preferring  rather  to  trust  to  chances  for  slants  and  favorable  changes  than  to  attempt  to  beat 
up,  or  to  stand  back  to  the  northward  in  order  to  make  easting.  They  can  but  do  that  after  they  have 
stood  their  chance,  made  the  land,  and  fallen  to  leeward.  Then  they  can  but  beat  at  last,  taking  advan- 
tage, as  they  always  should  whilst  near  or  far  from  the  land,  of  favorable  slants  of  the  wind. 

I  received  this  morning  the  abstract  logs  of  two  vessels,  which  will  serve  to  illustrate  the  propriety  of 
this  course.  I  might  quote  great  numbers  of  cases ;  but  I  give  the  most  recent,  because  it  presents  a  fair 
average  case.  Indeed,  the  George  Eaynes  hardly  presents  the  case  in  as  favorable  a  point  of  view  as  usual, 
for  she  had  a  longer  time  than  the  average  from  the  line  to  the  fair-way  off  Cape  St.  Roque. 

She,  I  take  it,  is  not  a  clipper ;  nevertheless,  she  and  the  fine  clipper  ship  Starlight,  left  New  York 
and  Boston  in  the  same  month  for  the  fair- way  off  St.  Roque,  and  beyond.  Up  to  this  point  I  quote  their 
abstracts.  I  quote  from  the  abstract  log  of  each,  because  the  log  of  the  clipper,  who  did  not  feel  so 
closely  pinched,  serves  to  illustrate  the  propriety  of  Bachelder's  course,  who  did  feel  pinched,  and  who  did 
right,  notwithstanding  he  did  it  doubtingly.  Indeed,  the  Starlight  would  have  done  better  if  she  had 
been  a  little  more  bold,  and  had  not  hugged  the  wind  so  closely.  She  crossed  the  line  in  29°  the  25th 
day  out,  and  was  five  days  thence  to  the  fair-way  off  Cape  St.  Roque. 

Bachelder,  on  tlje  other  hand,  came  along,  crossing  the  parallels  of  30°,  20°,  and  10°  N.,  13°,  11°,  and 
7°  to  the  westward  of  her  computed  route,*  reaching  the  line  in  32°  the  26ilh  day  out,  with  6  days  thence 


See  Table  of  Croasings,  New  Route  to  Rio  for  April,  p.  459. 


ROUTES  TO   BIO,   ETC.  S69 

to  the  fair-way  off  St.  Roque.  Now,  suppose  Bachelder  had  yielded  to  the  suggestions  of  timidity  and 
stood  to  the  northward  and  eastward,  on  the  2d  April,  as  he  had  "  a  half  a  mind  to;"  the  probabilities  are 
that  for  every  day  he  stood  to  the  N.  E.,  he  would  have  lost  two  in  reaching  the  line ;  and,  did  he  not 
act  wisely  and  prudently  to  put  off  tacking  as  long  as  he  could,  and  so  take  his  chances  for  any  favor- 
able change  ?     Clearly  so ;  and  the  two  logs  show  it. 

Ship  George  Raynes  (N.  A.  Bachelder),  New  York  to  Valparaiso. 

March  26.  Lat.  39°05'N.  Barometer  (aneroid)  29.46;  temperature  of  air,  38°;  of  water,  54°.  Wind: 
N.  W.  throughout.     Throughout,  strong  gales  and  passing  sq^ualls  of  hail  and  snow. 

March  27.  No  observation.  Current,  50  miles  E.  N.  E.  Barometer,  29.40;  temperature  of  air,  40° ; 
of  water,  69°.  Wind:  W. N.  W.,  throughout.  Throughout,  hard  gales  and  squalls  of  snow,  hail,  and 
rain. 

March  28.  Lat.  37°  15'  N.;  long.  60°  48'  W.  Barometer,  29.60;  temperature  of  air,  50°;  of  water, 
62°.     Wind :  W.  N.  W.  to  N.  W.    First  part,  moderate ;  latter  part,  hard  gales  and  squalls. 

March  29.  Lat.  36°  55'  N. ;  long.  59°  W.  Barometer,  29.60 ;  temperature  of  air,  50° ;  of  water,  69°. 
Winds :  N.,  N.,  N.  W.  First  and  middle  parts,  light  breeze,  rough,  heavy  swell ;  latter  part,  fresh  gales 
and  squally. 

March  30.  Lat.  36°  46'  K ;  long.  56°  W.  Barometer,  29.90 ;  temperature  of  air,  52° ;  of  water,  62°. 
Wind :  W.  N.  W.  to  N.  W.  f  N.  First  part,  fresh  gales ;  middle  and  latter  parts,  light  breezes  and  plea- 
sant. 

March  31.  Lat.  36°  35'  N. ;  long.  54°  24'  W.  Barometer,  30.30;  temperature  of  air,  58°  ;  of  water, 
63°.    Wind :  N.  W.  to  W.  S.  W.    Light  breezes,  and  rain  squalls  occasionally ;  "  light." 

April  1.  Lat.  35°  05'  N. ;  long.  51°  19'  W.  Barometer,  30.50 ;  temperature  of  air,  64°;  of  water,  63°. 
Winds :  N.E.,  E.N.  E.,  E.  by  N.;  first  part,  moderate;  middle  and  latter  parts,  strong  breezes  and  passing 
clouds. 

April  2.  Lat.  31°  59'  N.;  long.  51°  05'  W.  Barometer,  30.50;  temperature  of  air,  66° ;  of  water,  65°. 
Winds :  E.,  S.  E.,  S.  E.  by  E.*    Moderate  breezes  and  pleasant. 

April  3.  Lat.  29°  04'  N;  long.  51°  03'  W.  Barometer,  30.30;  temperature  of  air,  71°;  of  water, 
68°.    Winds :  E.  S.  E.,  E.  S.  E.,  S.  E.  by  E.;  moderate  breezes  and  pleasant. 

April  4.  Lat.  26°  56'  N.;  long.  49°  23'  W.  Barometer,  30 ;  temperature  of  air,  74°;  of  water,  71°. 
Winds :  E.  by  S.,  E.,  E.  by  N. ;  moderate  breezes  and  pleasant. 

April  5.  Lat.  25°  21'  N.;  long.  46°  54'  W.  Barometer,  30;  temperature  of  air,  70°;  of  water,  71°. 
Winds:  E. N. E.,  E. N.  E.,  N. E.  by  N.  to  E. N.  E.;  first  and  middle  parts,  moderate  breezes;  latter  part, 
light,  unsteady,  and  baffling;  large  swell  from  N.  E. 


*  "  I  don't  know  whether  I  am  doing  right  or  not  in  standing  so  long  to  the  southward.     We  have  made  a  good  south  course  these 
twenty-four  hours.     It  seems  a  pity  to  go  on  the  other  taol<.     Can't  make  better  than  a  N.  E.  course ;  might  as  well  be  lying  still." 


35 G  THE  WIND  AND   CURRENT  CHARTS. 

April  6.  Lat.  23°  26'  N.;  long.  46°  27'  W.  Barometer,  30.08 ;  temperature  of  air,  76°;  of  water,  73°. 
Winds :  E.  N.  E.,  E.  by  S.,  S.  E.  by  E.;  light  baffling  breezes  and  squally  appearances. 

.  April  7.  Lat.  21°  44' N.;  long,  no  observation.  Barometer,  30.10 ;  temperature  of  air,  78°;  of  water, 
74°.  Winds:  E.  S.  E.,  S. E.  by  S.,  S.  E.  by  E. ;  light  baffling  breezes  throughout ;  stood  to  the  K  E.  four 
hours. 

April  8.  Lat.  20°  54'  K;  long.  45°  30'  W.  Barometer,  30.10;  temperature  of  air,  77°;  of  water,  74°. 
Winds  :  E.,  E.  N.  E.,  E.  N.  E.;  light  baffling  breezes  throughout ;  pleasant,  smooth  sea. 

April  9.  Lat.  19°  35'  K;  long. 44°  12'  W.  Barometer,  30.10;  temperature  of  air,  77°;  of  water,  74°. 
Winds  :  E.KE.,  N.  E.  by  E.,  E.  by  N.;  light  baffling  breezes  throughout ;  sharp  braced. 

April  10.  Lat.  17°  39'  N.;  long.  42°  49'  W.  Barometer,  30.10;  temperature  of  air,  81°;  of  water, 
74°.     Winds :  E.  |  N.,  from  E.  N.  E.  to  E.  by  S.;  moderate  breezes  and  pleasant. 

April  11.  Lat.  14°  59'  N.;  long.  41°  15'  W.*  Barometer,  30.10;  temperature  of  air,  75°;  of  water, 
75°.     Winds :  E.,  E.  by  S.,  E.;  good  breezes  and  pleasant ;  middle  and  latter  parts,  overcast. 

April  12.  Lat.  12°  53'  N.;  long.  39°  38'  W.  Barometer,  30.10;  temperature  of  air,  78°;  of  water, 
77°.  Winds:  E.,  E.  by  N.,  E.;  first  and  middle  parts,  strong  breezes  and  cloudy,  "head  sea;"  latter  part 
moderate. 

April  13.  Lat.  10°  47'  N.;  long.  37°  5C'  W.  Barometer,  30.05;  temperature  of  air,  79°;  of  water, 
77°.     Winds:  E.,  E.  by  N.,  E.;  good  breezes  and  cloudy. 

April  14.  Lat.  8°  37'  K;  long.  35°  52'  W.  Barometer,  30 ;  temperature  of  air,  80°;  of  water,  77°. 
AVinds  :  E.  by  N.,  E.  K  E.,  E.  N.  E.;  good  breezes,  pleasant,  "  hazy." 

April  15.  Lat.  6°  06'  K;  long.  34°  03'  W.  Barometer,  30;  temperature  of  air,  82°;  of  water,  79°. 
Winds :  E.  by  N.,  E.,  E.  by  N.;  pleasant  breezes  and  hazy. 

April  16.  Lat.  4°  06'  K;  long.  32°  05'  W.  Barometer,  30  ;  temperature  of  air,  83°;  of  water,  79°. 
Winds :  E.  by  N.,  E.  K  E.,  E.  N.  E.;  good  breezes  and  hazy  ;  latter  part,  heavy  showers  of  rain,  wind  light 
and  unsteady. 

April  17.  Lat.  2°  50'  N.;  long.  31°  26'  W.  Barometer,  29.95  ;  temperature  of  air,  81°;  of  water,  81°. 
Winds:  E.  N.  E.,  E.,  E.  by  S.  Light  baffling  breezes  and  showers  of  rain ;  in  rain  squalls,  wind  hauls  to 
S.  E.  by  S.;  "tide  rips;"  lightning  to  S.  S.  E.  and  E. 

April  18.  Lat.  2°  09'  N.;  long.  31°  26'  W.  (D.  E.).  Barometer,  29.95;-  temperature  of  air,  81°;  of 
water,  81°.     Wind  :  E.  to  S.  E.;  light  baffling  airs  and  calms  ;  frequent  showers  of  rain. 

April  19.  Lat.  0°  45'  K;  long.  31°  47'  W.  Current,  30  miles  S.  E.  Barometer,  29.98;  temperature 
of  air,  88°;  of  water,  81°.  Wind:  S.  E,  to  S.  E.;  light  breezes  and  calms;  latter  part,  heavy  showers  of 
rain  ;  stood  E.  N.  E.  three  hours. 

April  20.  Lat.  1°  S.;  long.  32°  06'  W.  Current,  10  miles  easterly.  Barometer,  29.98;  temperature 
of  air,  84°;  of  water,  81°.     Wind:  S.  E.  by  E.  to  S.  E.  by  S.;  light  breezes  throughout,   and  frequent 


*  Too  far  to  leeward  again.     Don't  see  how  I  could  have  helped  it.     Trust  the  wind  will  favor  me,  so  that  I  shall  be  in  a  good 
position  to  cross  the  equator. 


KOUTES  TO   RIO,   ETC.  357- 

sTiowers  of  rain.  At  11  P.  M.,  crossed  the  equator  in  long.  31°  55'  W.,  25  days  15  hours  from  Sandy  Hook. 
Distance  sailed  to  the  equator  by  observation,  from  noon  to  noon,  3,753  miles;  by  Maury's  tables,  3,811 
miles. 

April  21.  No  observation.  Current,  10  miles  westerly.  Barometer,  29.95;  temperature  of  air,  85°; 
of  water,  82°.  Wind:  E.  S.  E.  to  S.  S.  E.;  first  and  latter  parts,  light  baffling  breezes  and  light  rain  squalls; 
middle  part,  calm. 

April  22.  Lat.  3°  18'  S.;  long.  32°  32'  AV.  Current,  10  miles  westerly.  Barometer,  29.95 ;  tempera- 
ture of  air,  84°  ;  of  water,  82°.  Winds :  E.  by  S.  to  S.  E.  by  S.,  S.  E.,  S.  E.  by  S.;  first  part,  light  baffling 
■winds  and  heavy  showers  of  rain ;  middle  and  latter  parts,  moderate  breezes  and  cloudy.  Stood  E.  N.  E. 
4  hours. 

April  23.  Lat.  3°  37'  S.;  long.  33°  W.  Current,  K  W.  by  W.,  30  miles.  Barometer,  29.97 ;  tem- 
perature of  air,  83°;  of  water,  81°.  Wind:  S.  E.  by  S.  to  S.  by  E.;  moderate  breezes  throughout.  Stood 
to  the  eastward  11  hours. 

April  24.  Lat.  3°  57'  S.;  long.  33°  W.  Current,  W.  K  W.,  17  miles. '  Barometer,  29.97;  temperature 
of  air,  83°;  of  water,  81°.  Winds :  S.  S.  E.,  E.  S.  E.,  S.  E.  by  E.;  first  part,  light  breezes ;  at  9  P.  M.,  wind 
shifted  in  a  squall  to  E.  S.  E.;  middle  part,  light  baffling  winds  and  heavy  showers  of  rain ;  lightning  to  the 
eastward;  calm  at  times;  latter  part,  light  breezes  and  frequent  showers  of  rain. 

April  25.  Lat.  6°  31'  S.;  long.  33°  47'  W.  Barometer,  29.97;  temperature  of  air,  83°;  of  water,  81°. 
Winds:  S.  E.  by  E.,  S.  E.  by  E.,  S.  S. E.;  moderate  breezes  and  light  rain  squalls. 

April  26.  Lat.  8°  07'  S.;  long.  34°  35'  W.  Barometer,  29.97 ;  temperature  of  air,  84°;  of  water,  82°. 
Winds:  S.  from  S.E.  to  S.  S.  E.;  moderate  breezes  and  passing  clouds  of  rain;  light. 

Ship  Starlight  (J.  Chase),  Boston  to  San  Francisco. 

March  17,  1854.  Lat.  41°  19'  N.;  long.  67°  25'  W.  Barometer,  29.2;  temperature  of  air,  52°;  of 
water,  39.°  Winds :  W.  S.  W.  to  S.,  S.  to  W.,  N.  AV.,  W.  N.  W.  At  10  A.  M.,  sailed  from  Lewis's  wharf; 
at  noon,  discharged  the  pilot  ofi'  the  "  Light."  Light  breezes  from  W.  S.  W.  until  3  P.  M. ;  fresh  from  S. 
to  9  P.M.;  rigging  stretching;  in  royals  and  topgallant  sails;  middle  part,  wind  hauled  ^Y.  N.  W.  in  a 
squall,  where  it  remained,  with  fine  weather. 

March  18.  Lat.  41°  19'  N.  (D.  E.);  long.  64°  ^Y.  Barometer,  29.1;  temperature  of  air,  50°;  of 
water,  42°.  Winds :  ^Y.  N.  W.,  S.  S.  E.,  ^Y.  First  part,  fine  weather ;  middle  part,  heavy  gale  from  S.  S. 
E.  to  S.,  with  sharp  lightning,  heavy  thunder,  and  torrents  of  rain.  At  5  P.M.,  wind  shifted  suddenly  to 
west  in  a  heavy  squall  of  wind  and  rain. 

March  19.  Lat.  39°  N.;  long.  59°  53'  W.  Barometer,  29.6;  temperature  of  air,  50°;  of  water,  64°. 
Winds:  W.  by  N.,  AV.,  N.  W.     Strong  breezes,  with  heavy  haU  squalls  ;  under  double  reefs. 

March  20.  Lat.  37°  25'  N.;  long.  56°  W.  Barometer,  29.9  ;  temperature  of  air,  54° ;  of  water,  66°. 
Winds :  S.  W.,  S.  W., W.  N.  AA^.  Exceedingly  squally  throughout  these  24  hours ;  was  obliged  to  run  off  more 
to  the  eastward  than  I  wished  ;  highest  barometer  I  ever  saw  for  such  a  wind  and  such  weather,  and  standing 
steady. 


358  THE  WIND  AND  CURRENT  CHARTS. 

March  21.  Lat.  36°  28'  K;  long.  51°  56'  W.  Barometer,  29.8;  temperature  of  air,  54°;  of  water, 
66°.     Winds :  S.  "W.,  W.  S.  W.,  S.  W.     Hard  rain  squalls  throughout  the  day. 

March  22.  Lat.  34°  43'  N.;  long.  48°  32'  W.  Barometer,  29.9 ;  temperature  of  air,  58° ;  of  water, 
64°.     Winds :  W.,  S.  W.,  S.  W.     Hard  rain  squalls  throughout  the  day. 

March  28.  Lat.  32°  48'  N. ;  long.  45°  44'  W.  Barometer,  30 ;  temperature  of  air,  58°  ;  of  water, 
68°.     Winds :  N.  W.  throughout.    Brisk  breezes,  with  frequent  squalls ;  latter  part,  moderate. 

March  24.  Lat.  32°  48'  N.;  long.  44°  10'  W.  Barometer,  30.B ;  temperature  of  air,  68°  ;  of  water, 
63°.  Winds :  N.  W.,  calm,  S.  S.  E.  Fine  weather ;  had  intended  to  strike  the  latitude  of  30°  in  longitude 
43°,  but  this  wind  throws  me  off  the  track. 

March  25.  Lat.  31°  "55'  K;  long.  40°  56'  W.  Barometer,  30.4;  temperature  of  air,  70°  ;  of  water, 
69°.     Winds  :  S.  by  E.,  S.,  S.  S.  W.    Fine  weather ;  but  the  wind  still  pushes  me  to  the  eastward. 

March  26.  Lat.  30°  26'  N. ;  long.  38°  10'  W.  Barometer,  30.4 ;  temperature  of  air,  70° ;  of  water, 
at  surface,  70°;  of  water,  ten  feet  below  surface,  70°.  Winds:  S.  by  W.  throughout.  Fine  weather;  but 
the  wind  still  pushes  me  to  the  eastward. 

March  27.  Lat.  29°  43'  N.;  long.  36°  20'  W.  Barometer,  30.5;  temperature  of  air,  70°;  of  water, 
at  surface,  70°  ;  of  water,  ten  feet  below  surface,  70°.  Winds :  S.  by  W.,  S.  by  W.,  S.  W.  Light  air  and 
baffling,  from  S.  to  S.  W. ;  still  going  too  much  to  the  eastward.  At  9  A.  M.,  saw  three  whales,  apparently 
of  the  fin-back  tribe.    Latter  part,  nearly  calm ;  irregular  swell ;  small  Portuguese  man-of-war  floating  by. 

March  28.  Lat.  29°  30'  K  ;  long.  35°  44'  W.  Barometer,  30.5 ;  temperature  of  air,  72° ;  of  water, 
70°.  Calms  throughout,  with  a  long,  irregular  swell  of  the  sea.  At  9^  A.  M.,  light  breeze  from  S.  S.  E. ; 
at  10  A.  M.,  tacked  to  S.  W. 

March  29.  Lat.  27°  57'  N. ;  long.  36°  20'  W.  Barometer,  30.6  ;  temperature  of  air,  72° ;  of  water, 
70°.  Winds  :  S.  S.  E.,  calm,  S.  E.  First  part,  light  airs  from  S.  S.  E. ;  middle  part,  calm ;  ends  brisk,  at 
S.  E.  by  S. 

March  30.  Lat.  25°  N. ;  long.  36°  20'  W.  Barometer,  30.5 ;  temperature  of  air,  72°  ;  of  water,  72°. 
Winds:  S.  E.  by  E.,  E.  S.  E.,  S.  E.  Brisk  breezes,  with  frequent  rain  squalls  ;  wind  veering  from  E.  S.  E. 
to  S.  S.  E. ;  barometer  falling  one-tenth;  saw  "  flying-fish"  for  the  first  time ;  long  swell  from  K  W. ;  water 
clear,  and  free  from  grass  of  any  kind. 

March  31.  Lat.  22°  12'  K;  long.  35°  50'  W.  Barometer,  30.4;  temperature  of  air,  74°;  of  water, 
72°.  Winds :  S.  E.,  S.  E.,  E.  S.  E.  Light  breezes,  with  dry  squalls ;  wind  veering  from  E.  to  S.  S.  E. ; 
ship  going  from  three  to  eleven  knots ;  no  weed ;  swell  from  N.  W. 

April  1.  Lat.  19°  21'  N.;  long.  34°  03'  W.  Barometer,  30.3  ;  temperature  of  air,  74°  ;  of  water, 
at  surface,  73°;  of  water,  ten  feet  below  surface,  73°.  Winds:  E.  to  E.  S.  E.,  E.  by  N.  tp  E.  by  S.,  E. 
Commences  strong  breezes,  with  squalls;  middle  part,  light  breezes,  but  still  hard  squalls;  latter  part, 
moderate,  and  less  wind  in  the  squalls;  water  still  clear;  no  weed  ;  no  grass;  at  meridian,  wind  hauled  S. 
E.  in  a  squall. 

April  2.  Lat.  15°  56'  K ;  long.  33°  10'  W.  Barometer,  30.2 ;  temperature  of  air,  74° ;  of  water, 
74°.     Winds :  E.  S.  E.,  E.  by  S.,  "E.  S.  E.     First  part,  light  baffling  breezes  and  squally  ;  middle  part, 


ROUTES  TO  RIO,   ETC.  S59 

Strong  breezes  and  cloudy  weather;  latter  part,  brisk  breezes  with  squalls.    Barometer  veering  from  30.3 
to  30.2,  ending  at  the  latter ;  ship  close  hauled ;  sea  clear. 

April  3.  Lat.  13°  03'  K;  long.  32°  12'  W.  Barometer,  30.2;  temperature  of  air,  75°  ;  of  water,  at 
surface,  75° ;  of  water,  at  ten  feet  below  surface,  74°.  Winds :  E.  S.  E.,  E.  by  S.,  E.  by  S.  Light  breezes 
veering  from  E.  to  E.  S.  E.,  throughout  these  24  hours  ;  sea  smooth  and  clear. 

April.  4.  Lat.  12°  K  (D.  E.) ;  long.  31°  42'  W.  Barometer  30.2 ;  temperature  of  air,  77° ;  of  water 
at  surface,  80° ;  of  water  at  ten  feet  below  surface,  77°.  "Winds :  E.  to  E.  K  E.,  calm,  calm;  first  part,  light 
breezes  from  E.,  to  E.  N.  E.,  middle  and  latter  parts,  calm.  There  appeared  to  be  a  suddea  increase  iu 
the  surface  heat  of  the  water ;  but,  after  several  trials,  the  result  was  as  recorded  in  the  columns.  Small 
(what  sailors  call  Portuguese)  man-of-war  around  the  ship. 

April  5.  Lat.  11°  40'  N.  (D.  E.);  long.  31°  42'  W.  Barometer,  80.2;  temperature  of  air,  78°;  of 
water  at  surface,  78°  ;  of  water  ten  feet  below  surface,  78°.  Calm  throughout,  with  a  long  swell  of  the  sea 
from  N.  N.  W.,  and  light  puffs  of  wind  from  every  point. 

April  6.  Lat.  9°  24'  K;  long.  31°  04'  W.  Barometer,  30.2;  temperature  of  air,  78°;  of  water  78°. 
Winds :  N.  E.,  E.,  S.  E.  by  E ;  first  part,  light  airs  from  N.  E. ;  middle  part,  E. ;  long  swell  from  north. 

April  7.  Lat.  7°  28'  N. ;  long.  30°  34'  W.  Barometer,  30.3 ;  temperature  of  air,  81° ;  of  water  at 
surface,  80°  ;  of  water  ten  feet  below  surface,  80°.  Winds :  E.  S.  E.,  E.,  E. ;  light  breezes  and  fine  weather 
throughout  these  twenty -four  hours. 

April  8.  Lat.  4°  19'  N.;  long.  29°  30'  W.  Barometer,  30.3  ;  temperature  of  air,  83°;  of  water,  82°. 
Wind :  E.  throughout ;  brisk  breezes  and  fine  weather  througbout  these  twenty-four  hours. 

April  9.  Lat.  1°  50'  N.;  long.  29°  10'  W.  Barometer,  30.2 J;  temperature  of  air,  82°;  of  water  at 
surface,  82° ;  of  water  10  feet  below  surface,  82°.  Winds:  E.,  E.,  baffling ;  first  two  parts,  light  breezes  from 
east;  latter  part,  squalls  and  calm;  wind  from  E.  to  S.,  and  heavy  rain;  barometer  veering  several  times 
from  30.3  to  30.2  and  back  again. 

April  10.  Lat.  0°  30'  N. ;  long.  29°  W.  Barometer,  80.2 J;  temperature  of  air,  82°;  of  water  at 
surface,  82°;  of  water  10  feet  below  surface,  82°.  Winds:  baffling,  E.,  variable;  at  thirty  minutes  P.  M., 
had  a  hard  squall  from  S.  S.  W.,  with  heavy  raia ;  at  4  P.  M.,  calm,  light  breezes  from  east ;  through  the 
night  with  passing  squalls ;  ends,  E.  N.  E.  with  squalls. 

April  11.  Lat.  0°  40'  S.;  long.  29°  W.  Barometer,  30.2 J;  temperature  of  air,  81°;  of  water,  82°. 
Winds :  E.  by  N.,  E.  by  S.,  calm  ;  first  part,  light  breezes  from  E.  N.  E. ;  at  4  P.  M.,  hard  squall  of  wind, 
with  heavy  rain;  wind  light  from  E.  through  the  night ;  squally  and  calm  towards  morning;  ends  calm;  sea 
heaving  from  the  south. 

April  12.  Lat.  1°  40'  S.;  long.  29°  21'  W.  Barometer  30.2 J;  temperature  of  air,  84°;  of  water  at 
surface,  83°;  of  water  10  feet  below  surface,  82°.  Winds:  S.,  calm,  E.  by  S. ;  squall  from  south ;  middle 
part,  calm,  with  heavy  rains ;  latter  part,  light  breeze  from  E.  by  S. ;  sea  still  heaving  from  south. 

April  13.  Lat.  2°  36'  S. ;  long.  29°  47'  W.  Barometer,  30.2^  ;  temperature  of  air,  82° ;  of  water,  83°. 
Winds:  calm,  calm,  S.  S  E. ;  first  and  middle  parts,  calm,  with  occasional  puffs  from  every  point  of  the 
compass,  and  torrents  of  rain  ;  barometer  rose  and  fell  one-tenth,  three  times  during  the  first  sixteen  hours. 


360  THE  WIND  AND  CURRENT  CHARTS. 

April  14.  Lat.  5°  S.;  long.  31°  15'  W.  Barometer,  30.2;  temperature  of  air,  82°;  of  water,  88°. 
Winds :  S.,  S.  S.  E.,  S.  E. ;  first  part,  squall  from  south ;  middle  part,  strong  breeze  from  S.  S.  E. ,  latter  part, 
steady  and  brisk  from  S.  E.,  with  fine  weather. 

April  15.  Lat.  8°  23'  S. ;  long.  32°  30'  W.  Barometer,  30.2  ;  temperature  of  air,  84°  ;  of  water,  85°. 
Winds :  S.  E.  J  E.,  S.  E.  J  E.,  S.  E. ;  brisk  mainsail  breeze,  head  S.  S.  W.,  with  fine  weather  throughout. 

I  would  here  observe  that  I  have  experienced  no  perceptible  current,  since  leaving  the  Gulf  Stream.  I 
have  taken  sights,  morning  and  evening,  and  these  and  the  longitude  agreed  so  nearly  with  the  log,  that  I 
chose  to  ascribe  the  trifling  error  to  the  log,  rather  than  put  it  down  as  current,  when  I  was  not  certain  of 
it.  There  has  been  opportunity  of  trying  the  current ;  but  with  a  new  ship,  and  her  rigging  stretching 
very  much,  we  have  always  been  very  busy  on  such  occasions. 

Ship  Phantom  (A.  J.  Hallett),  Boston  to  San  Francisco,  seventeen  days  out. 

Jan.  24,  1853.  Lat.  20°  55'  K;  long.  42°  00'.  No  perceptible  current;  variation  observed,  16°  W. 
Barometer,  30.2  ;  temperature  of  air,  76° ;  of  water,  75°.  Winds:  S.  E.  by  E.,  E.  S.  E.;  gentle  breezes  and 
squally,  with  rain  at  times.     Still  heavy  clouds  lying  along  in  the  S.  and  W.;  unfavorable  trades. 

Jan.  25.  Lat.  17°  40'  N. ;  long.  42°  40'  W.  Heavy  ripples ;  variation  observed,  16°  W.  Barometer, 
30.00;  temperature  of  air,  76°;  of  water,  74°.  Winds:  E.S.  E.,  S.  E.  by  E.,  E.  S.  E.;  squally  with  rain; 
with  lightning,  during  the  night. 

Jan.  26.  Lat.  14°  10' K;  long.  41°  29' W.  Eipples.  Variation  observed,  15°  W.  Barometer,  30.00; 
temperature  of  air,  77°  ;  of  water,  74°.  Winds:  E.  by  S.,  E.  by  N.,  E  by  N.;  squally  weather  with  rain. 
Sea  very  blue  and  transparent.  Doing  my  best  to  fetch  Cape  St.  Eoque,  as  I  have  every  confidence  in 
your  Wind  and  Current  Charts. 

Jan.  27.  Lat.  11°  20'  K ;  long.  39°  05'  W.  Heavy  tide  rips.  Variations  observed,  4°  W.  Baro- 
meter, 30.00;  temperature  of  air,  78°.  Wind:  E.  K  E.  throughout.  Gentle  breezes  during  the  day. 
Passed  several  heavy  ripples,  apparently  tide  rips ;  passing  clouds  during  the  24  hours,  and  smooth  sea. 
Saw  plenty  of  flying'fish. 

Jan.  28.  Lat.  8°  40'  N. ;  long.  87°  43'  W.  Variations  observed,  3°  W.  Barometer,  29.8 ;  temperature 
of  air,  79° ;  of  water,  78".  Wind :  E.  N.  E.  throughout.  Moderate  breezes  throughout  the  day,  and  passing 
clouds.     Saw  lots  of  flying-fish. 

Jan.  29.  Lat.  6°  12' K ;  long.  35°  08' W.  Eipples  at  times.  Variations  observed,  3°  W.  Barometer, 
29.9  ;  temperature  of  air,  80° ;  water,  79°.  Winds  :  N.  E.  by  E.  throughout.  Moderate  breezes  and  cloudy, 
with  squalls  of  wind  and  rain. 

Jan.  80.  Lat.  8°  40'  K  ;  long.  33°  13'  W.  Current  (if  any),  to  the  S.  E.  Variations  observed,  3°  W. 
Barometer,  29.8 ;  temperature  of  air,  80° ;  of  water,  792.  Winds :  E.,  S.  E.,  E.  N.  E. ;  gentle  breezes  through- 
out the  day,  with  squalls  of  rain,  and  smooth  sea. 

Jan.  31.  Lat.  0°  40'  N.;  long.  82°  55'  W.  Variations  observed,  2°  W.  Barometer,  29.9;  tempera- 
ture of  air,  78°  ;  of  water,  78°.     Winds:  E.  N.  E.,  E.  N.  E.,  N.  E. ;  gentle  breezes,  and  squally. 


EODTES  TO   RIO,   ETC.  361 

Feb.  1.  Lat.  1°  54'  S.;  long.  31°  55'  W.  Variations  observed,  2°  "W.  Barometer,  29.9  ;  temperature 
of  air,  80° ;  of  water,  79°.  Winds :  E.,  N.  E.,  calm,  N.  E.  by  E.;  first  and  latter  parts,  light  breezes;  middle, 
calm,  with  plenty  of  rain. 

Feb.  2.  Lat.  4°  06'  S. ;  long.  31°  45'  W.  Variations  observed,  2°  W.  Barometer,  29.8 ;  temperature 
of  air,  81° ;  of  water,  79.     Winds :  E.,  S.  E.,  S.  E. ;  light  breezes,  and  squally,  with  a  smooth  sea. 

Ship  A.  Chesehorough  (R.  C.  Cheseborough),  New  York  to  San  Francisco,  thirteen  days  out. 

Jan,  26,  1850.  Lat.  22°  13'  N.;  long.  43°  00'  W.  Barometer,  30.10;  temperature  of  air,  76°;  of 
watei-,  77°.  Winds:  S.  E.  by  E.,  E.,  E.  S.  E. ;  first  part,  strong  gales ;  middle  part,  with  heavy  squalls;  latter, 
pleasant.  I  must  here  remark  that,  during  the  many  passages  I  have  made  through  the  so-called  N.  E. 
trades,  I  have  never  known  them  to  hang  so  far  to  the  south  at  this  season,  in  this  latitude  and  longitude. 
[What  do  the  Pilot  Charts  say?] 

Jan.  27.  Lat.  20°  03'  N.;  long.  41°  05'  W.  Barometer,  29.90;  temperature  of  air,  76°;  of  water, 
77°.  Winds :  E.  S.  E.,  E.  N.  E.,  N.  E.  by  E. ;  first  part,  strong  gales.  At  4  P.  M.  wind  changed  to  E.  N.  E.; 
middle  part,  the  same.  At  4  A.  M.  wind  fresh  from  N.  E.  by  E. ;  latter  part,  the  same,  with  pleasant 
weather ;  close  by  the  wind. 

Jan.  28.  Lat.  18°  01'  N. ;  long.  39°  30'  W.  Barometer,  29.90;  temperature  of  air,  77° ;  of  water,  77°. 
Wind :  E.  N.  E. ;  heavy  rain,  squalls  throughout. 

Jan.  22.  Lat.  16°  36'  N.;  long.  38°  15'  W.  Barometer,  29.70;  temperature  of  air,  76°;  of  water, 
78°.  Winds :  E.  N.  E.,  E.  S.  E.,  E.  N.  E. ;  begins  with  moderate  breezes  and  light  rain  squalls ;  middle  part, 
light  and  pleasant.  At  2  A.  M.  wind  variable  from  E.  S.  E.  to  S.  At  ten,  wind  steady  at  E.  N.  E. ;  latter 
part,  the  same. 

Jan.  30.  Lat.  14°  23'  N. ;  long.  36°  48'  W.  Current,  E.  S.  E.,  24  miles.  Barometer,  29.90 ;  tempera- 
ture of  air,  76° ;  of  water,  78°.  Winds :  E.  N.  E.,  E.  S.  E.,  E.  S.  E. ;  first  part,  wind  light  and  pleasant ; 
middle  and  latter  parts,  light  and  pleasant.  At  2  P.  M.  wind  at  E.  S.  E.  I  have  this  day  found  an  easterly 
set  of  1  mile.  In  my  previous  voyages  across  the  line,  I  have  often  experienced  such  a  current  between 
5°  and  8°  north  latitude,  and  36°  and  32°  west  longitude,  but  never  so  far  north  before. 

Jan.  31.  Lat.  11°  54'  N.;  long.  36°  22'  W.  Barometer,  29.80;  temperature  of  air,  78°;  of  water, 
78°.  Winds :  E.,  E.  S.  E.,  E.  by  S. ;  first  part,  moderate  breezes,  and  clear;  middle  and  latter  parts,  variable 
and  inclining  to  the  southward. 

Feb.  1.  Lat.  9°  56'  N. ;  long.  34°  56'  W.  Barometer,  29.80 ;  temperature  of  air,  79° ;  of  water, 
80°.  Winds  :  E.,  E.  by  K,  E.  N.  E.  Pleasant  breezes,  and  clear ;  at  midnight,  wind  more  to  the  northward 
and  eastward. 

Feb.  2.  Lat.  8°  11'  N. ;  long.  32°  55'  W.  Barometer,  29.80 ;  temperature  of  air,  80°  ;  of  water,  80°. 
Winds :  E.  by  N.,  E.  N.  E.,  E.  N.  E.     Fine  breezes,  with  light  rain  squalls,  latter  part. 

Feb.  3.  Lat.  6°  28'  N.;  long.  31°  15'  W.  Barometer,  29.80  ;  temperature  of  air,  80°  ;  of  water,  80°. 
46 


362  THE  WIND  AND  CUKRENT  CHARTS. 

"Winds :  E.  N.  E.,  E.  by  N.  E.  Moderate  and  liglit  breezes,  and  pleasant  weather,  with  occasionally  rain 
squalls. 

Feb.  4.  Lat.  4°  35'  N.  (D.  E.);  long.  29°  50'  W.  Barometer,  29.70;  temperature  of  air,  82°;  of  water, 
81°.  Winds:  E.  N.  E.,  do.,  JST.  E.  Begins  with  light  winds  and  light  rains.  Middle,  squally  and  rainy ; 
latter  part,  N.  E.,  wind  with  light  rain  and  every  appearance  of  losing  the  trades. 

Feb.  5.  Lat.  3°  08'  K  ;  long.  28°  40'  W.  Barometer,  29.80  ;  temperature  of  air,  80°  ;  of  water,  81°. 
Winds :  N.  E.,  E.,  E.  N.  E.  Winds  light  and  variable,  with  heavy  rain  squalls  during  the  first  and  middle  ; 
latter  part  clear  and  steady. 

Feb.  6.  Lat.  no  obs. ;  long.  28°  30'  W.  (D.  E.).  Barometer,  29.70 ;  temperature  of  air,  80°  ;  of  water, 
80°.  Winds :  E.  S.  E.,  calm,  S.  E.  First  part,  light  airs ;  middle  part  heavy  ;  2  A.  M.  a  light  breeze.  Ends 
moderate  with  passing  clouds.     Barometer,  29.70  to  29.95. 

Feb.  7.  Lat.  1°  40'  N. ;  long.  28°  20'  W.  (D.  E.).  Barometer,  29.70  ;  temperature  of  air,  80° ;  of  water, 
81°.  Winds:  E.  S.  E.,  calm.  Begins  with  a  moderate  breeze  and  cloudy.  Middle  and  latter  parts,  calm 
with  light  rain. 

Feb.  8.  Lat.  1°  39'  N.;  long.  29°  40'  W.  Barometer,  29.70 ;  temperature  of  air,  80  ;  of  water,  81°. 
Winds :  variable,  calm,  S.  E.  Begins  with  light  airs  from  S.  E.  to  S.,  with  light  rain  squalls.  Ends  with 
light  airs  and  clear. 

Feb.  9.  Lat.  1°  07'  N. ;  long.  31°  15'  W.  Barometer,  29.90 ;  temperature  of  air,  82°  ;  of  water,  81°. 
Winds :  calm,  S.  S.  W.,  S.  S.  W.  At  8  P.  M.  light  breeze  with  rain.  Midnight  clear.  Ends  moderate  and 
clear.    At  noon  tacked  to  the  eastward. 

Feb.  10.  Lat.  0°  30'  K;  long.  31°  14'  W.  Barometer,  29.80;  temperature  of  air,  83 ;  of  water,  82°. 
Winds:  S.  S.  W.,  to  S.  S.  W.,  S.  E.  Commences  light  and  clear;  8  P.M.  tacked  to  westward.  At  1  A.M. 
squally  with  rain,  wind  light  and  variable.     Ends  light  and  steady. 

Feb.  11.  Lat.  1°  11'  S. ;  long.  31°  28'  W.  Barometer,  29.80  ;  temperature  of  air,  82°  ;  of  water,  82° 
Winds:  S.  E.,  S.  E.,  by  E.,  do.  Light  winds  and  clear.  Crossed  the  equator  at  9  h.  20  m.  P.  M. ;  long.  31°  20'; 
30  days  from  Sandy  Hook. 

Feb.  12.  Lat.  3°  16'  S. ;  long.  31°  49'  W.  Barometer,  29.70 ;  temperature  of  air,  82° ;  of  water,  82°. 
AVinds :  S.  E.  by  E.,  do.,  S.  E.     First  and  middle  parts,  light  and  pleasant ;  latter  moderate. 

Feb.  13.  Lat.  5°  42'  S. ;  long.  33°  12'  W.  Barometer,  29.90 ;  temperature  of  air,  82° ;  of  water,  82°. 
Winds :  S.  E.  by  S.,  S.  E.  by  E.,  do.  Moderate  breezes  and  clear.  1  h.  30  m.  P.  M.  made  the  island  Fernando 
de  Noronha,  bearing  per  comp.  S.  W.  45  miles;  passed  within  six  miles  of  it. 

Ship  Esther,  Boston  to  San  Francisco. 

Jan.  26,  1853.  Lat.  19°  05'  N.;  long.  37°  50'  W.  Variation,  11°  westerly.  Barometer,  29.40; 
temperature  of  air,  74° ;  of  water,  75°.  Winds :  E.,  E.  N.  E.,  and  E.  N.  E.  First  part,  squally ;  latter  part, 
strong  breeze. 

Jan.  27.     Lat.  16°  08'  N.;  long.  36°  22'  W.     Variation,  14°  W.     Barometer,  29.40;  temperature  of 


ROUTES  TO   RIO,   ETC.  363 

air,  74 ;  of  water,  75°.     Winds :  E.  N.  E.,  N.  N.  E.,  and  E.  by  N.    Fine  breezes,  a  squall  from  the  S.  S.  W. 
at  midnight. 

Jan.  28.  Lat.  13°  48'  K;  long.  35°  15'  W.  Barometer,  29.30 ;  temperature  of  air,  74°  ;  of  water,  75°. 
"Winds:  E.,  E.  by  S.,  and  E.  by  S.    Light  breezes  and  pleasant  weather. 

Jan.  29.  Lat.  11°  40' K ;  long.  34°  25' W.  Temperature  of  air,  76° ;  of  water,  77°.  Winds:  E.,  and 
E.  by  S.     Light  breezes,  with  squalls  from  the  south. 

Jan.  30.  Lat.  9°  56'  N. ;  long.  32°  35'  W.  Temperature  of  air,  77° ;  of  water,  78°.  Wind :  E.  N.  E. 
throughout.     Light  breezes. 

Jan.  31.  Lat.  7°  25';  long.  31°  05'  W.  Temperature  of  air,  79 ;  of  water,  80°.  Wind:  E.  N.  E. 
throughout,  fresh  breezes  and  cloudy,  with  occasional  rain. 

Feb.  1.  Lat.  4°  40'  N.  long.  30°  05'  W.  Barometer,  29.80;  temperature  of  air,  79;  of  water,  80°. 
Winds :  E.  by  S.,  E.  N.  E.,  and  E.  N.  E.    Moderate,  with  squalls ;  a  heavy  head  sea. 

Feb.  2.  Lat.  2°  04' K;  long.  30°  00' W.  Current,  18  miles,  N.  W.  Variation,  11°  W.  Barometer, 
29.40;  temperature  of  air,  81°;  of  water,  80°.  Winds:  east,  east,  and  K  E.  Pleasant  breezes,  all  sail  set. 
I  think  I  have  shortened  my  passage  to  the  equator  ten  days  by  following  Maury's  Directions,  or  Chart. 

Feb.  3.  Lat.  00°  15'  K ;  long.  30°  10'  W.  Current,  20  miles,  W.  N.  W.  Barometer,  29.40 ;  tem- 
perature of  air,  81°.     Winds:  east,  K K E.,  and  E.  by  N.     Pleasant  breezes. 

Feb.  4.  Lat.  1°  25'  S.;  long.  31°  00'  W.  Current,  15  miles,  west.  Variation,  8°  W.  Temperature 
of  air,  80°;  of  water,  81°.  Winds:  E.  S.  E.,  S.  E.,  and  S.  E.  by  S.  First  part,  light  breezes;  middle 
part,  heavy  squall ;  latter  part,  fresh. 

Feb.  5.  Lat.  3°  20'  S. ;  long.  32°  05'  W.  Current,  15  miles,  west.  Barometer,  29.40 ;  temperature  of 
air,  80°  ;  of  water,  81°.     Wind :  S.  E.  by  S.  throughout;  pleasant  breezes. 

•  Feb.  6.  Lat.  5°  45'  S. ;  long.  33°  05'  W.  Barometer,  29.40 ;  temperature  of  air,  81°  ;  of  water,  81°. 
Wind :  S.  E.  by  E. ;  pleasant  breezes.  At  6  P.  M.  passed  the  Island  of  Fernando  de  Noronha,  about  6  miles 
to  leeward  of  it. 

Ship  Masconoma  (A.  D.  Cobb),  Boston  to  San  Fi'ancisco,  21  days  out. 

Jan.  27,  1853.  Lat.  19°  18'  N. ;  long.  31°  11'  W.  Current  per  hour,  three-quarter  knot,  south.  Baro- 
meter, 29.00;  temperature  of  air,  68°;  of  water,  73°.  Winds:  east;  variable,  E.  by  S.  Strong  winds,  with 
heavy  squalls  in  middle  part. 

Jan.  28.  "  Lat.  17°  17'  N.;  long.  29°  22'  W.  Current,  three-quarter  knot,  S.  W.  Barometer,  29.00 ; 
temperature  of  air,  70°;  of  water,  72°.  Winds:  E.by  S.,  E.  N.  E.,  E.  N.  E.  First  part,  strong  winds,  with 
frequent  rain  squalls ;  middle  and  latter  parts,  steady  breezes,  with  fine  weather. 

Jan.  29.  Lat.  16°  15'  N.;  long.  28°  13'  W.  Barometer,  29.50 ;  temperature  of  air,  72°;  of  water,  73°. 
Winds:  E.  by  N.,  east,  E.  by  I!*^.     Moderate  breezes. 

Jan.  30.    Lat.  14°  07'  N.;  long.  27°  22'  W.     Current,  half  knot,  S.  S.  E.    Barometer,  30.00;  tempera- 


364  THE  WIND  AND  CURRENT  CHARTS. 

ture  of  air,  73°;  of  water,  73°.     Winds:  E.  by  N.,  east,  do.     First  part,  light  variable  airs;  middle,  mode- 
rate ;  latter,  strong  winds,  with  a  heavy  N.  E.  swell.     Saw  a  number  of  sperm  whales. 

Jan.  31.  Lat.  11°  34'  K;  long.  25°  35'  W.  Barometer,  30.00 ;  temperature  of  air,  72°;  of  water,  75°. 
"Winds:  E.,  E.  by  N.,  E.  by  N.;  strong  wind  and  cloudy,  with  passing  squalls. 

Feb.  1.  Lat.  8°  39'  K;  long.  23°  45'  "W.  Barometer,  29.00;  temperature  of  air,  75°;  of  water,  77°. 
Winds :  E.  by  N.,  E.  by  N.,  E.  N.  E.;  first  part,  strong  breezes  and  cloudy ;  middle,  light,  with  rain  squalls ; 
latter,  fine  breezes ;  pleasant  weather. 

Feb.  2.  Lat.  5°  55'  N.;  long.  28°  13'  W.  Current,  J  knot,  S.  Barometer,  28.50;  temperature  of  air, 
77°;  of  water,  78°.    Winds:  E.  K  E.,  E.  N.  E.,  E.  N.  E.;  pleasant  breezes. 

Feb.  3.  Lat.  4°  29'  N.;  long.  22°  42'  W.  Current,  J  knot,  S.  S.  E.  Barometer,  28.50 ;  temperature 
of  air,  78° ;  of  water,  78°.     Winds :  N,  E.,  E.  by  S.,  N.  E. ;  light  winds,  and  pleasant. 

Feb.  4.  Lat.  3°  38'  N.;  long.  22°  15'  W.  Barometer,  28.00;  temperature  of  air,  78°;  of  water,  80°. 
Winds:  N.  N.  E.,  S.  E.,  S.;  first  part,  light  winds,  and  cloudy;  middle  and  latter,  light,  variable  winds, 
with  rain. 

Feb.  5.  Lat.  3°  13'  K;  long.  22°  25'  W.  Barometer,  28.00 ;  temperature  of  air,  78° ;  of  water,  80°. 
Winds :  N.  by  E.,  N.  E.,  E. ;  light  and  variable  rain,  thunder  and  lightning. 

Feb.  6.  Lat.  2°  39'  K;  long.  22°  35'  W.  Barometer,  28.00;  temperature  of  air,  78° ;  of  water,  80°. 
Winds:  N.  N.  E.,  S.  E.,  N.  E.;  wind  and  weather,  the  same  as  yesterday. 

Feb.  7.  Lat.  1°  55'  K;  long.  22"  47'  W.  Barometer,  28.00;  temperature  of  air,  78°;  of  water  79°. 
Winds :  N.  N.  E.,  E.,  N.  N.  E. ;  light  and  variable,  and  calm ;  abundance  of  rain. 

Feb.  8.  Lat.  1°  44'  K;  long.  22°  47'  W.  Current,  1  knot,  N.  K  E.  Barometer,  28.82  ;  temperature 
of  air,  78°;  of  water,  79°.  Winds:  E.,  N.  W.,  S.  W.  by  S.;  light  airs,  and  calm.  Having  good  observa- 
tions find  a  N.  E.  current  during  the  last  four  days,  but  owing  to  unsteadiness  of  winds,  cannot  determine 
the  amount. 

Feb.  9.  Lat.  1°  26'  K;  long.  23°  10'  W.  Current,  |  knot,  N.  W.  Barometer,  28.82;  temperature 
of  air,  75° ;  of  water,  79°.     Winds:  S.  S.  W.,  S.,  S.  by  W. ;  light  baffling  airs,  and  clear. 

Feb.  10.  Lat.  0°  37'  N.;  long.  24°  57'  W.  Current,  1  knot,  W.  Barometer,  28.83 ;  temperature  of 
air,  78°;  water,  78°.     Winds:  S.,  S.  by  E.,  S.  by  E.;  light  wind,  and  fine  weather. 

Feb.  11.  Lat.  0°  38'  S.;  long.  25°  25'  W.  Current,  i  knot,  S.  W.  Barometer,  29.00 ;  temperature  of 
air,  78°;  of  water,  79°.  Winds:  S.  S.  E.,  S.  E.  by  E.,  S.  E.  by  E.;  first  and  middle  parts  light  wind,  latter 
part  calm.  * 

Feb.  12.  Lat.  1°  39'  S.;  long.  26°  42'  W.  Current,  }  knot,  S.  W.  Barometer,  29.00;  temperature 
of  air,  80° ;  of  water,  81°.     Winds :  S.  E.  by  S.,  S.  by  E.,  S.  by  E. ;  light  wind,  and  pleasant. 

Feb.  13.     Lat.  2°  47'  S. ;  long.  28°  22'  W,    Barometer,  28.90 ;  temperature  of  air,  81° ;  of  water,  81°. 
Winds  :  S.  by  W.,  S.  by  W.,  S.  by  E. ;  light  winds  and  pleasant.     I  find  the  old  route  bad ;  shall  try  the  new 
next  time.     [We  are  determined  to  purchase  this  conclusion  by  your  own  experience.] 
•     Feb.  14.    Lat.  4°  9'  S.;  long.  29°  12'  W.    Barometer,  28.85;  temperature  of  air,  81°;  water,  81°. 


EOUTES   TO   BIO,   ETC. 


za 


Winds :  S.,  S.  by  E.,  S.  S.  E. ;  light  winds  and  fine  weather.  Barometer  rises  and  falls  about  ^%  since  we 
passed  6°  N. ;  rising  iu  the  morning  and  falling  about  4  or  5  P.  M.  [See  what  Eoberts,  of  the  Storm,  p. 
346,  says  about  it  in  north  lat.] 

Neiv  York  to  Bio. — February. 


DISTANCES. 

WINDS;  PER  CENT. 

LoDgitude. 

Course. 

Total 

Latitude. 

SLANTS  FXOM 

No.  ob- 

True. 

Per  cent. 

Average. 

Head. 

Fair. 

Calms. 

serra- 

tiona. 

N'd  or  E'd. 

S'dorW'd. 

From 

40°  27' N. 

74° 

00' W. 

to 

89     11 

70 

00 

E.S.E. 

199 

5.1 

209 

1.8 

7.8 

5.9 

85.5 

6.2 

308 

37     38 

65 

00 

E.S.E. 

256 

2.7 

263 

0.0 

5.7 

2.8 

92.0 

4.5 

87 

85     58 

60 

00 

E.S.E. 

268 

1.2 

280 

7.0 

9.0 

6.0 

84.0 

1.0 

100 

35     53 

55 

00  d 

E. 

243 

7.2 

260 

8.0 

5.0 

4.0 

88.0 

1.0 

100 

35     00 

53 

12 

E.S.E. 

144 

5.7 

151 

1.3 

12.2 

14.8 

78.4 

4.0 

74 

38     21 

50 

00 

S.E. 

225 

0.0 

225 

0.0 

0.0 

0.0 

100.0 

8.5 

28 

32     54 

48 

18 

E.S.E. 

98 

2.1 

100 

0.0 

5.5 

5.5 

88.9 

0.0 

18 

30     00 

45 

00 

S.E. 

240 

3.8 

249 

0.0 

5.5 

11.1 

83.4 

0.0 

18 

25     38 

40 

00  cZ 

S.E. 

372 

0.0 

372 

0.0 

0.0 

0.0 

100.0 

0.0 

20 

25     00 

40 

00 

S. 

38 

11.5 

42 

8.7 

14.8 

7.4 

74.1 

18.2  e 

27 

20     00 

87 

45 

S.S.E. 

324 

9.3 

354 

4.8 

1.6 

8.2 

90.8 

3.1 

62 

15     00 

35 

85 

S.S.E. 

824 

1.6 

829 

0.0 

w    8.0 

0.0 

92.0 

0.0 

25 

10    00 

33 

28 

S.S.E. 

824 

0.0 

824 

0.0 

0.0 

0.0 

100.0 

0.0 

31 

5    00 

31 

23  <^ 

S.S.E. 

324 

0.0 

324 

0.0 

0.0 

0.0 

100.0 

5.8  e 

18 

Equator 

31 

23  d 

S. 

800 

3.7 

311 

0.0 

m;14.7 

0.0 

85.3 

2.7 

108 

1     00  S. 

32 

00 

S.S.W.fW. 

72 

5.1 

76 

0.0 

w;19.0 

0.0 

81.0 

1.7 

289 

8     00 

32 

50 

s.s.w. 

130 

6.5 

188 

0.0 

w;21.6 

0.0 

78.4 

0.0 

28 

3     24 

33 

00 

s.  s.  w. 

26 

0.0 

26 

0.0 

0.0 

100.0 

0.0 

9 

5     00 

83 

40 

s.s.w. 

104 

8.0 

107 

0.0 

w25.0 

0.0 

75.0 

0.0 

12 

7     00 

33 

40  c? 

s. 

120 

0.0 

110 

0.0 

0.0 

0.0 

100.0 

0.0 

11 

7    48 

34 

00 

s.s.w. 

52 

0.0 

52 

0.0 

0.0 

0.0 

100.0 

0.0 

22 

9     00 

84 

80 

s.  s.  w. 

78 

5.2 

82 

0.0 

w;18.0 

0.0 

87.0 

0.0 

23 

Shortest  distance  to  the  equator  by  this  route,  3,674  miles.  Average  distance  to  be  sailed  on  account 
of  adverse  winds,  3,793. 

The  route  for  this  month  is  tie  most  favorable.  In  no  part  of  it  is  the  average  of  winds  that  are 
entirely  fair,  less  than  74  in  100 ;  and  generally  the  northern  or  larboard  side  is  the  windward  side.  The 
passage  to  the  line  has  been  frequently  made  by  vessels  that  have  followed  this  route,  in  19  and  20  days, 
and  even  in  17  days.  '  " 


Ship  Luchuno  (D.  Plumer),  Boston  to  California,  fourteen  days  out. 

January  29,  1853.  Lat.  19°  59'  K;  long.  35°  22'  W.  Barometer,  30.00 ;  temperature  of  air,  74° ;  of 
water,  76°.  Winds :  E.  by  K.,  east,  E.  by  S.  Brisk  trade-winds,  and  cloudy,  with  occasional  rain  squalls, 
during  which  the  wind  invariably  hauls  two  or  three  points  to  the  S.  E.    Barometer  at  a  stand. 

Jan.  30.    Lat.  16°  11'  K ;  long  34°  18'  W.     Barometer,  80.00 ;  temperature  of  air,  72° ;  of  water,  75°. 


366  THE  WIND  AKD  CURRENT  CHARTS. 

Winds:  E.  by  S.,  baffling,  in  squalls  to  S..  E.,  throughout.     Brisk  breezes,  and  cloudy  with  frequent  squalls 
from  S.  E.,  and  showers  of  rain  throughout. 

Jan.  31.  Lat.  13°  05'  N.;  long.  33°  21'  W.  Barometer,  30.00;  temperature  of  air,  73°;  of  water, 
76°.  Winds :  E.  by  S.,  E.  by  S.,  east ;  first  and  middle  parts,  strong  breezes,  with  frequent  squalls  ;  latter 
part,  fresh  breezes  and  pleasant.     Saw  an  unusual  number  of  flying-fish. 

Feb.  1.  Lat.  10°  06'  N. ;  long.  31°  50'  W.  Current  10  miles,  east.  Barometer,  29.92  ;  temperature 
of  air  76°  ;  water  79°.     Wind  east.    Fine  breezes  and  cloudy,  with  occasional  light  showers. 

Feb.  2.  Lat.  7°  19'  N. ;  long.  29°  46'  W.  Barometer,  29.90 ;  temperature  of  air,  78°  ;  of  water,  79°. 
Wind  E.  by  N. ;  fine  trades  and  hazy ;  strong  tide  rips  at  times,  but  found  no  current. 

Feb.  3.  Lat.  4°  34'  N. ;  long  28°  04'  W.  Current,  24  miles,  S.  42°  E.  Barometer,  29.86  ;  tempera- 
ture of  air,  80° ;  of  water  81°.  Wind  E.  by  N.  Light  trades,  and  pleasant ;  sea  unusually  smooth ;  some 
tide  rips. 

Feb.  4.  Lat.  2°  55'  K ;  long.  28°  01'  W.  Barometer,  29.85  ;  temperature  of  air,  81°  ;  of  water,  81°. 
Winds :  E.  by  S.,  E.  S.  E.  by  S.    Light  air  from  east  to  S.  S.  E ;  baffling,  with  calms,  and  light  rain  squalls. 

Feb.  5.  Lat.  1°  31'  N.;  long.  28°  39'  W.  Current,  27  miles  N.,  57°  E.  Barometer,  29.84 ;  tempera- 
ture of  air,  82°  ;  of  water,  81°.  Winds  :  S.  E.  by  S.,  S.  E.  by  S.,  S.  S.  E.  Light  airs  from  S.  E.  to  S.  S.  B.  and 
pleasant ;  sea  very  smooth. 

Feb.  6.  Lat.  0°  06'  N.;  long  30°  33'  W.  Current,  15  miles,  west.  Barometer,  29.62  ;  temperature  of 
air,  81°;  of  water,  80°.  Winds :  S.  S.  E.,  S.  S.  E.,  S.  by  E.  Light  airs  from  S.  S.  E.,  and  pleasant,  first  and 
middle  parts.  At  midnight,  being,  by  account,  up  with  St.  Paul's,  and  having  the  water  unusually  smooth, 
suppose  we  passed  to  leeward  of  it,  very  near ;  but,  being  rather  hazy,  saw  nothing.  Latter  part,  brisk 
breezes,  and  pleasant,  but  a  little  too  far  to  the  southward  to  suit  me;  but  I  trust  the  wind  will  be  a  little 
farther  to  the  eastward  before  long.     Strong  tide  rips  through  the  night. 

Feb.  7.  Lat.  1°  07'  S.;  long.  31°  32'  W.  Barometer,  29.84 ;  temperature  of  air,  81°  ;  of  water,  80°. 
Winds :  southward,  east,  S.  by  E.,  S.  by  E.,  south  and  S.  S.  E.  Moderate  breezes,  and  pleasant.  At  1  hour 
30  min.  P.  M.  crossed  the  equator,  just  22  days  from  Boston  Light,  on  the  meridian  of  30°  40'  W.,  having 
-sailed,  by  log,  3,803  miles,  and  courses  made  good,  3,782.  [No  other  circumstance,  not  even  the  actual 
performance  of  the  passage  within  a  given  time,  tends  so  strikingly  to  prove  the  correctness  of  the  data 
upon  which  these  Charts  are  founded,  and  the  accuracy  of  the  calculations  derived  from  them,  as  the  near 
coincidence  here  referred  to.  Taking  into  account  the  detour  which  a  ship  has  to  make  on  account  of  head 
winds,  the  distance  to  be  sailed  is  calculated.  The  Lucknow  tries  it,  and  her  distance  sailed  differs  only  10 
miles  from  the  computed  distance.]     At  8  tacked  to  the  eastward,  and  at  noon  to  S.  W. 

Feb.  8.  Lat.  2°  37'  S. ;  long.  32°  33'  W.  Barometer,  29.82 ;  temperature  of  air,  82°  ;  of  water,  81°. 
Wind  :  S.  S.  E.  Light  airs  from  S.  by  E.  to  S.  E. ;  standing  to  the  southward  and  westward ;  weather  fine, 
and  sea  smooth. 

Feb.  9.  Lat.  4°  16'  S. ;  long.  33°  24'  W.  Current,  20  miles  S.,  62°  W!  Barometer,  29.87;  tem- 
perature of  air,  81°;  of  water,  81°.     Winds:  S.  E.,  S.  E.  by  E.,  S.  E.     Light  airs  throughout,  with  the 


ROUTES  TO   mo,   ETC.  367 

exception  of  a  brisk  breeze  for  an  hour  or  two  after  sunrise.    Passed  the  Roccas  without  seeing  them,  but 
saw  thousands  of  birds  which  I  have  noticed  before  in  this  vicinity. 

Barqiie  Falcon  (John  A.  Phipps),  Boston  to  Canton,  thirteen  days  out. 

Jan.  28,  1852.  Lat.  26°  45'  N.;  long.  42°  22'  W.  Current,  one  mile  per  hour,  N.N.  W.  i  W. 
Barometer,  30.40 ;  temperature  of  air,  72° ;  of  water,  72°.  Winds :  E.  S.  E.  squally,  the  wind  flying 
from  S.  E.  to  E.  by  S.  I  had  rather  take  my  chance  on  the  N.  E.  tack  at  present ;  if  it  was  winter,  I  should 
think  otherwise. 

Jan.  29.  Lat.  28°  14'  N. ;  long.  41°  26'  "W.  Current,  one-quarter  of  a  knot  per  hour,  W.  J  S.  Baro- 
meter, 30.50 ;  temperature  of  air,  70°  ;  of  water,  71°.  Winds:  E.  S.  E.,  S.  E.,  S.  E.  by  E. ;  strong  breezes 
and  hard  squalls ;  wind  hauling  from  S.  S.  E.  to  E.  S.  E.  with  a  high  sharp  sea.  I  have  been  eighteen 
years  master  of  a  ship  in  about  this  same  track,  and  never  experienced  the  like  before. 

Jan.  30.  Lat.  29°  56'  N.;  long.  39°  42'  W.  Current,  one  knot  per  hour,  N.  W.  Barometer,  30.45 ; 
temperature  of  air,  69°;  of  water,  68°.  Winds:  E.  S.  E.,  E.  S.  E.,  S.  S.  E. ;  begins  good  breezes  and  the 
same  squalls  of  wind. 

Jan.  81.  Lat.  30°  10'  N. ;  long.  38°  32'  W.  Current,  three-quarters  of  a  knot  per  hour,  N.  W.  by 
W.  Barometer,  30.45;  temperature  of  air,  68°;  of  water,  68°.  Winds:  S.  S.  E.,  south,  S.by  W.;  during 
these  twenty-four  hours  unsteady,  with  some  squalls. 

Feb.  1.  Lat.  30°  29'  N.;  long.  37°  36'  W.  Current,  three-quarters  of  a  knot  per  hour,  north. 
Barometer,  30.45;  temperature  of  air,  68°;  of  water,  69°.  Winds:  S.  S.  E.,  south,  calm;  baffling  winds 
and  very  light  airs ;  some  calms.  I  have  been  both  sides  of  the  January  track,  and  find  it  all  alike  this 
time. 

Feb.  2.  Lat.  30°  22'  N. ;  long.  37°  39'  W.  No  current.  Barometer,  30.40 ;  temperature  of  air, 
69°;  of  water,  69°.  Winds:  calm,  calm,  E.  S.  E.;  first  and  middle  parts  calm,  with  a  high  swell;  ends 
with  light  airs.  I  made  up  my  mind  to  try  your  track  this  time ;  have  been  on  it,  to  the  westward  and 
eastward  of  it,  and  have  made  up  my  mind  that  the  old  and  new  are  all  alike  just  now.  Bad  luck  follows 
me  so  far. 

Feb  .3.  Lat.  27°  47'  N. ;  long.  (D.  R.)  37°  53'  W.  Barometer,  30.40 ;  temperature  of  air,  68°  ;  of 
water,  69°.     Winds :  S.  E.,  S.  E.,  S.  E. ;  strong  winds  and  hard  squalls ;  hard  luck  this. 

Feb.  4.  Lat.  24°  53'  N.;  long.  38°  21'  W.  Barometer,  30.40;  temperature  of  air,  71°;  of  water, 
72°.     W^inds:  S.  S.  E.,  S.  E.,  S.  E. ;  brisk  breezes  with  some  squalls ;  all  sails  set. 

Feb.  5.  Lat.  21.°  53'  N.;  long.  37°  27'  W.  Current,  W.  N.  W.,  three  quarters  of  a  knot  per  hour. 
Barometer,  30.35;  temperature  of  air,  72°;  of  water,  72°.  Winds:  E.  S.  E.,  E.  by  S.,  E.  S.  E.;  strong 
breezes  and  squally  ;  close  hauled  by  the  wind  ;  baffling  in  squalls. 

Feb.  6.  Lat.  18°  37'  N. ;  long.  36°  13'  W.  Current  none.  Barometer,  30.30;  temperature  of  air,  73° ; 
of  water,  72°.     AVinds :  E.  S.  E.,  E.  by  S.,  E.  by  S. ;  strong  winds  and  flawy ;  sharp  on  a  wind. 

Feb.  7.    Lat.  15°  1 9'  N. ;  long.  34°  41'  W.    Barometer,  30.25 ;  temperature  of  air,  73°  ;  of  water,  74°. 


368  THE  WIND  AND  CURRENT  CHARTS. 

Wind :  E.  by  S. ;  first  and  middle  parts,  strong  breezes ;  latter  part,  more  moderate.  Passed  through 
several  tide  rips. 

Feb.  8,  Lat.  12°  19'  N.;  long.  83°  21'  W.  Current,  W.  J  N.,  IJ  knots.  Barometer,  30.20 ;  tempera- 
ture of  air,  74° ;  of  water,  75°.     Winds :  E.,  E.  J  S.,  E.  by  S., ;  brisk  breezes  and  hazy. 

Feb.  9.  Lat.  9°  30'  N. ;  long.  31°  37'  W.  Current,  N.,  J  knot.  Barometer,  30.20 ;  temperature  of 
air,  75°  ;  of  water,  76°.     Wind :  good  breezes  and  hazy. 

Feb.  10.  Lat.  6°  59'  N. ;  long.  29°  16'  W.  Barometer,  30.10  ;  temperature  of  air,  76 ;  of  water,  77°. 
Winds :  E.,  E.  by  N.,  E.  by  N. ;  brisk  breezes,  all  sail  set  by  the  wind. 

Feb.  11.  Lat.  4°  24'  K  ;  long.  27°  30'  W.  Current,  K,  |  of  a  knot.  Barometer,  30.01 ;  temperature 
of  air,  78°  ;  of  water,  78.  Wind  :  E.  N.  E. ;  fine  breezes.  This  day  is  the  first  of  the  N.  E.  trades  with 
any  northing  in  it.     [You  should  have  made  a  south  course  good.] 

Feb.  12.  Lat.  1°  24'  N. ;  long.  26°  46'  W.  Current,  N.  W.,  J  knot  per  hour.  Barometer,  30.10 ; 
temperature  of  air,  79°  ;  of  water,  80°.     Winds :  E.  by  N.,  E.,  E. ;  fine  breezes. 

Feb.  13.  Lat.  (D.  E.)  00"  24'  N.;  long.  26°  40'  W.  Barometer,  80.10;  temperature  of  air,  79°  ;  of 
water,  80°.  Winds :  E.,  S.  E.,  S.  E.  At  2  P.  M.  lost  the  trade-wind ;  remainder  of  the  day  light  airs  and 
variable.     [29  days  to  the  line,  is  not  so  bad,  after  all.] 

Feb.  14.  Lat.  01°  10'  S.;  long.  27°  37'  W.  Current,  S.  S.  W.,  1  knot.  Barometer,  30.10;  tempera- 
ture of  air,  81°;  of  water,  80°.  Wind  variable  from  E.  N.  E.  to  S.  by  E.;  light  bafiiing  winds,  calm  at 
times.  [The  chances  are,  that,  further  west,  you  would  have  escaped  those  calms,  to  a  considerable  degree 
at  least.] 

Ship  Astrea  (Charles  H.  Gerrish),  New  York  to  San  Francisco,  1853,  25  days  out. 

Jan.  27.  Lat,  20°  19'  K;  long.  31°  53'  W.  Current,  S.  22°  E.,  >  knot  per  hour.  Variation,  12°  45' 
W.  Barometer,  29.7  ;  temperature  of  air,  73°  of  water,  73°.  Winds  :  E.  N.  E.,  E.,  E.  N.  E. ;  first  part, 
fresh  gales  thick  and  squally  ;  middle,  more  moderate  ;  latter,  strong  breezes  and  squally. 

Jan.  28.  Lat.  17°  40'  K  ;  long.  31°  02'  W.  Barometer,  29.06  ;  temperature  of  air,  73° ;  of  water,  75°. 
Winds:  E.  by  N.,  E.  N.  E.,  E.  N.  E. 

Jan.  29.  Lat.  16°  27'  N. ;  long.  30°  31'  W.  Barometer,  29.7  ;  temperature  of  air,  74° ;  of  water,  74°. 
Winds :  E.  N.  E.,  E.  by  S.,  E.  by  N. ;  first  part,  moderate  steady  trades  ;  middle  and  latter,  clear  and  pleasant. 

Jan.  30.  Lat.  14°  10'  N. ;  long.  30°  04'  W.  Barometer,  29.7;  temperature  of  air,  74° ;  of  water,  74°. 
Winds  :  E.  N.  E.,  E.  S.  E.,  E.  N.  E. ;  first  part  moderate  ;  middle  and  latter,  thick  and  squally. 

Jan.  31,  Lat.  11°  20'  N. ;  long.  29°  5'  W.  Variation,  9°  57'  W.  Barometer,  29.60 ;  temperature  of 
air,  76° ;  of  water,  76°      Winds :  E.  by  N.,  E.  N.  E.,  E.  N.  E. ;  fresh  gales  and  squally  throughout. 

Feb.  1.  Lat,  8°  45'  N.;  long.  28°  W.  Barometer,  29.60;  temperature  of  air,  77°;  of  water,  79°. 
Winds:  E.,  E.  N.  E.,  and  E.  N.  E. ;  first  part,  fresh  gales  and  cloudy,  squally  weather;  middle  and  latter 
part,  sharp  squall ;  under  double  reefs. 


ROUTES  TO   KIO,    ETC.  369, 

Feb.  2.  Lat.  6°  30'  K;  long.  27°  4'  W.  Barometer,  29.60;  temperature  of  air,  79°;  of  water,  80°. 
"Wind  :  E.  N.  E. ;  first  part,  strong  breezes  and  cloudy ;  middle  and  latter  part,  moderate  and  pleasant. 

Feb.  3.  Lat.  4°  22'  N. ;  long.  26°  43'  W.  Barometer,  29.60 ;  temperature  of  air,  79° ;  of  water,  80° ; 
Winds :  east,  E.  by  S.,  and  east ;  pleasant  breezes  and  clear  weatber. 

Feb.  4.  Lat.  3°  29'  K. ;  long.  26°  34'  W.  Barometer,  29.60 ;  temperature  of  air,  79° ;  of  water,  80°. 
"Winds:  east,  soutberly,  S. E. ;  all  sorts  of  wind  and  weatber,  with  rain  during  the  latter  part. 

Feb.  5.  Lat.  3°  9'  K ;  long.  26°  40'  W.  Barometer,  29.60 ;  variation,  8°  W. ;  temperature  of  air, 
79°;  of  water,  80°.  Winds:  S.  E.,  S.  S.  E.,  E.  K  E. ;  light  airs,  and  thick  squally  weather;  middle  part, 
rain. 

Feb.  6.  Lat.  2°  12'  N. ;  long.  26°  45'  W.  Barometer,  29.60;  temperature  of  air,  81° ;  of  water,  80°. 
Winds :  E.  by  N.,  S.  E.,  S.  S.  E. ;  light  breezes,  and  thick  cloudy  weather. 

Feb.  7.  No  observation.  Barometer,  29.60 ;  temperature  of  air,  80° ;  of  water,  80°.  Winds:  S.  E., 
south,  and  S.  S.  E.;  light  variable  airs  and  calms,  with  thick,  rainy  weather. 

Feb.  8.  Lat.  1°  46'  K ;  long.  27°  14'  W.  Barometer,  29.50 ;  temperature  of  air,  82° ;  of  water,  81°. 
Winds :  south,  calm,  S.  S.  W. ;  light  variable  airs  and  calms,  with  rainy  weather. 

Feb.  9.  No  observation.  Current,  S.  45°  E.,  12  miles.  Barometer,  29.50;  temperature  of  air,  81°; 
of  water,  80°.  Winds :  south,  S.  S.  E.,  and  S.  E.;  first  part,  light  airs  and  calms,  and  cloudy.  Lowered  a 
boat  to  try  the  current,  and  found  it  to  be  as  mentioned  above. 

Feb.  10.  Lat.  1°  N. ;  long.  27°  50' W.  Current,  10  miles,  N.  W.  Barometer,  29.50;  temperature  of 
air,  82°;  of  water,  80.  Winds:  S.  S.  E., S.  E.,  S.  E. ;  light  airs  and  pleasant  weather.  Tried  the  current 
again  with  a  boat.  This  satisfies  me  that  there  is  a  current  hereabout  that  changes  its  set  as  often  as  once 
in  24  hours.  "  I  have  frequently  noticed,  when  lying  becalmed  for  two  or  three  days  at  a  time,  within  two 
or  three  days  north  and  south  of  the  line,  and  east  of  long.  30°  W.,  that  the  ship  would  be  set  from  10  to 
20  miles  N.  W.  one  day,  and  the  next  day  as  many  miles  to  the  S.  and  E."  I  have  also  noticed  a  strong 
easterly  current  to  the  E.  of  24°  30'  west  longitude,  but  never  noticed  any  westerly  set  there.  Ends 
pleasant. 

Feb.  11.  Lat.  18'  K;  long.  27°  52'  W.  Barometer,  29.60;  temperature  of  air,  82°;  of  water,  80°. 
Winds :  S.  E.,  S.  E.  by  S.,  S.  E. ;  light  variable  airs,  and  pleasant. 

Compare  thi.s  with  the  Lucknow,  p.  365.  She  was  from  New  York  also,  but  she  had  14  days  to  the 
parallel  of  20°  N.,  which  she  crossed  3  J  degrees  west  of  where  the  Astrea  crossed  it.  From  this  parallel 
to  the  equator,  the  western  ship  had  8,  the  eastern  15  days.  Now  compare  their  tracks  with  the  route  per 
table  for  February,  and  see  which  of  the  two  were  following  most  closely  the  Sailing  Directions. 

Feb.  12.     Lat.  35'  S.;  long.  28°  6'  W.    Barometer,  28.50;  temperature  of  air,  84°;  of  water,  83°. 
Winds:  S.  E.,  S.  S.  E.,  and  south;  light,  variable  airs,  and  pleasant.     Crossed  the  equator  at  2  A.  M.,  in 
longitude  28°  W. 
47 


S70  THE  WIND  AND  CUHKENT  CHABTS. 

Feb.  13.  Lat.  00°  24'  S.;  long.  27°  57'  W.  Barometer,  29.50;  temperature  of  air,  83°;  of  water,  82°. 
Winds:  S.,  S.  S.E.,  and  S.;  light,  variable  airs,  and  pleasant.     Current  N.  45°  E.,  24  miles, 

Feb.  14.  Lat.  00°  27'  S.;  long.  27°  41'.  Barometer,  29.50;  temperature  of  air,  82°;  of  water,  84". 
Winds :  S.  S.  W.,  and  S.  E.;  light,  variable  airs,  and  pleasant.     Current  S.  67°  E.,  24  miles. 

Feb.  15.  Lat.  0°  52' S.;  long.  27°  22' W.  Barometer,  29.50.  Current  S.  45°  E.,  48  miles;  tempera- 
ture of  air,  82°;  of  water,  81°.     Winds :  S.  E.,  E.  S.  E.,  and  S.  E.;  light  breezes  and  pleasant. 

Feb.  16.  Lat.  2"  16'  S.;  long.  28°  33'  W.  Current  K  36°  W.,  36  miles;  variation,  6°  45'  W. 
Barometer,  29.60 ;  temperature  of  air  and  water,  81°.  Winds :  S.  E.,  S.  S.  E.,  and  S.  E.;  light  breezes;  first 
part,  pleasant ;  latter  part,  cloudy. 

Feb.  17.  Lat.  4°  32'  S.;  long.  29°  21'  W.  Barometer,  29.60;  temperature  of  air,  82°;  of  water,  80°. 
Winds :  S.,  S.  S.  E.,  S.  E.;  fresh  breezes  and  flying  clouds. 

Feb.  18.  Lat.  6°  36'  S.;  long.  29°  59'  W.  Barometer,  29.60;  temperature  of  air,  82°;  of  water,  81°. 
Winds :  S.  E.,  E.  by  S.,  S.  E.;  fresh  breezes,  and  pleasant. 

Ship  Simoom  (M.  Smith),  New  York  to  San  Francisco,  ten  days  out. 

Feb.  4,  1853.  Lat.  25°  56'  N.;  long.  36°  57'  W.  Barometer,  29.80;  temperature  of  air,  82°;  of  water, 
82°.  Winds:  S.  E.,  S.  S.  E.,  S.  S.  E.  Commences  moderate  and  showery;  latter  part,  fresh  breezes,  and 
squally.  At  3  A.  M.  a  brilliant  meteor  in  the  east  fell  from  50°  to  15°,  vi-sible;  a  quantity  of  sea-weed 
hanging  from  S.  E.  to  N.  W.  N.  B.  From  the  22d  ult.  to  the  1st  inst.  (that  is,  from  the  Bermudas  to  350 
miles  S.  by  W.  of  the  Azores),  11  days,  we  had  the  wind  from  S.  S.  B.  to  S.  S.  W.;  and,  in  the  forenoon,  it 
generally  inclined  two  or  three  points  to  the  eastward ;  in  the  afternoon  it  changed  back.  I  recollect  the 
last  few  years  (in  the  Niagara,  running  to  Liverpool),  while  S.  and  S.  E.  of  Newfoundland  in  the  summer, 
it  would  veer  around  the  compass  with  the  sun,  once  in  24  hours,  for  four  or  five  days. 

Feb.  5.  Lat.  23°  09'  N.;  long.  39°  17'  W.  Barometer,  29.70;  temperature  of  air,  77°;  of  water,  73°. 
Wind:  S. S. E.  throughout;  frequent  rain  squalls  in  the  night,  severe. 

Feb.  6.  Lat.  21°  17'  N.;  long.  41°  17'  AV.  Barometer,  29.90;  temperature  of  air,  78°;  of  water,  77°. 
Winds:  S.S.E.,  S.S.W.,  S.;  squally. 

Feb.  7.  Lat.  19°  35'  N. ;  long.  44°  41'  W.  Barometer,  29.70 ;  temperature  of  air,  80°  ;  of  water,  77°. 
Wind  south  throughout,  moderate  and  cloudy.  At  4  P.  M.  sharp  lightning  in  the  west.  At  noon,  tacked 
ship. 

Feb.  8.  Lat.  17°  10'  N.;  long.  45°  25'  W.  Barometer,  29.75;  temperature  of  air,  80°.5 ;  of  water, 
78°.  Winds:  S.  S. E,  to  east,  S. E.,  do.;  moderate  and  variable;  midnight,  fresh;  ends  light.  At  5  P.  M, 
tacked  to  the  southward. 

Feb.  9.  Lat.  14°  04'  N. ;  long.  44°  26'  W.  Barometer,  29.70 ;  temperature  of  air,  78° ;  of  water,  78°. 
Winds:  E.S.  E.,  E.,  do.;  moderate  and  squally;  in  the  evening  the  trade-wind  commenced.  I  have,  at  no 
time,  had  so  much  southwesterly  wind  before  this ;  according  to  your  Charts  it  ought  to  be  N.  E.,  but  it  is 
barely  east. 


EOUTES  TO  BIO,   ETC.  |f| 

Feb.  10.  Lat.  11°  40'  K ;  long.  43"  27'  W.  Barometer,  29.70 ;  temperature  of  air,  82° ;  of  water,  78°. 
Wind  east  throughout.  Commences  fresh  breezes,  cloudy,  and  hazy.  Morning,  cleared  off.  8  A.  M., 
tack  to  the  northward. 

Feb.  11.  Lat.  10°  38'  N.;  long.  42°  23'  W.  Barometer,  29.70;  temperature  of  air,  79°  ;  of  .water, 
78°.    "Wind  east  throughout.    Moderate  and  pleasant ;  tacked  south. 

Feb.  12.  Lat.  8°  12'  N. ;  long.  40°  15'  W.  Barometer,  29.70  ;  temperature  of  air,  80°  ;  of  water,  78°. 
Winds:  E.,  E.  N.  E.,  E.  N.  E.    First  part,  pleasant ;  latter,  squally. 

.  Feb.  13.  Laf  5°  29'  K  ;  long.  27°  43'  W.  Barometer,  29.65 ;  temperature  of  air,  82° ;  of  water,  78°. 
Winds :  E.  N.  E.,  variable,  E.  N.  E.,  east,  variable.  Commences  fresh  and  equally.  The  upper  strata  of 
clouds  are  passing  to  the  east  by  the  sun  ;  ends  light  and  cloudy. 

Feb.  14.  Lat.  4°  04'  N. ;  long.  36°  53'  W.  Barometer,  29.65 ;  temperature  of  air,  81° ;  of  water,  78°. 
Winds:  east,  S. S.  E.,  variable,  east.  Moderate  and  showers.  Midnight,  tacked  to  the  east.  At  5  A.M. 
to  S.  S.  E. ;  ends  light,  with  passing  clouds. 

Feb.  15.  Lat.  2°  58'  N. ;  long.  44°  57'  W.  Temperature  of  water,  79°.  Winds :  S.  E.,  E.  K  E.,  N.  E. 
First  part,  light  air ;  ends  light  N.  E.  breezes. 

Feb.  16.  Lat.  1°  51'  N. ;  long.  34°  27'  W.  Barometer,  29.70 ;  temperature  of  air,  88° ;  of  water,  82°. 
of  water  (ten  feet  below  surface),  81°.  Winds :  N.  E.,  calm,  S.  E.,  S.  E.  First  part,  light  N.  E.  wind ;  mid- 
night, calm ;  latter,  light  S.  E. ;  so  we  passed  from  the  N.  E.  to  the  S.  E.  trades  last  night. 

Feb.  17.  Lat.  1°  01'  N. ;  long.  34°  28'  W.  Barometer,  29.65 ;  temperature  of  air,  87°.  Winds :  S.E. 
inclining  south,  S.  E.  by  S.,  S.  E.  by  S.  to  S.  E.  by  E.  Commences  light  and  pleasant.  At  8  P.  M.,  broke 
ofifto  S.  W.  westerly,  tacked.    At  4  A.  M.  inclining  eastwardly,  tacked  to  S.  by  W.;  ends  fresh  and  cloudy. 

Feb.  18.  Lat.  1°  15'  S. ;  long.  35°  03'  W.  Barometer,  29.60 ;  temperature  of  air,  86°.  Winds :  E.  S.  E., 
E.  S.  E.,  S.  E.  Forepart,  fresh.  At  8  P.  M.  flash  of  lightning  E.  by  K,  which,  at  midnight,  passed  north  of 
us  with  a  squall ;  ends  light  and  cloudy ;  passed  the  equator  at  9  P.  M.,  in  34°  40',  29  days  out,  from  N.  E. 
of  Bermudas  26,  with  a  constant  head  wind. 

Feb.  19.  Lat.  0°  11'  S. ;  long.  34°  07'  W.  Barometer,  29.70 ;  temperature  of  air,  83° ;  of  water  (ten 
feet  below  surface),  81°.  Winds :  S.  E.,  E.  S.  E.,  E.  S.  E.  Moderate  and  cloudy.  At  30  min.  P.  M.  tacked 
to  E.  N.  E.  Forepart  of  the  night,  sheet  lightning  at  the  N.  E.  and  N. ;  ends  moderate  and  cloudy.  At 
11  A.  M.  tacked  to  S.  S.  W. 

Feb.  20.  Lat.  3°  31' S. ;  long.  35°  48' W.  Barometer,  29.55  ;  temperature  of  air,  84°.  WindrS.E. 
by  S.  throughout.'  Fresh  breezes  and  cloudy;  running  ten  and  a  half  to  eleven  and  a  half  knots  during 
the  night ;  yards  very  sharp  up ;  are  70  miles  from  land,  and  shall  fall  60  to  leeward  of  Point  Tairo ;  then 
for  the  race,  whether  the  Simoom  or  Cape  St.  Eoque  can  beat  fastest  to  windward;  this  makes  the  29th 
day  of  head  winds. 

Feb.  21.  Lat.  4°  50'  S.;  long.  36°  15'  W.  Barometer,  29.10;  temperature  of^ir,  83°;  of  water  (ton 
feet  below  surface),  80°.     Wiad  east  throughout;  fresh  winds,  inclining  more  to  the  north  when  Bearing; 


372  THK  WIND  AND  CURRENT  CHARTS. 

tacked  to  the  north  at  7  P.  M.,  to  the  S.  S.  E.  at  3  A.  M.,  to  the  north  at  11  hours  45  min.  A.  M. ;  close  to 
the  breakers,  W.  N.  W.  from  Point  Tairo.     Current,  one  and  a  half  miles  per  hour,  "W.  N.  W. 

Feb.  22.  Lat.  3°  38'  S.;  long.  35°  48'  W.  Barometer,  29.65;  temperature  of  air,  84°  ;  of  water  (ten 
feet  below  surface),  81°.  Winds :  E.,  E.  S.  E.,  E.  S.  E. ;  forepart,  fresh ;  night,  light  sheet  lightning  in  the 
south  over  the  land;  working  ahead  slowly  along  the  land;  ends  with  light  breezes. 

Feb.  23.  Lat.  3°  05'  S. ;  long.  34°  36'  "W.  Current,  five-sixth  of  a  mile  per  hour,  west.  Barometer, 
29°  75' ;  temperature  of  air,  87°.  Wind :  S.  E.  throughout ;  first,  fresh  and  clear;  working  to  the  eastward. 
At  midnight,  a  white  meteor  with  red  flashes,  "  not  large,"  passed  rapidly  with  the  horizon,  in  the  S.  E. 
sky,  25°  high,  45°  in  a  N.  E.  direction ;  ends  hazy. 

Feb.  24.  Lat.  2°  07'  S.;  long.  33°  31'  W.  Current,  thirty-six  miles  W.,  14°  N.  Barometer,  29.65 ; 
temperature  of  air,  86°.  Wind  :  S.  E.;  moderate  and  smoky,  with  passing  clouds;  towards  morning,  light 
and  squally ;  at  8  A.  M.  tacked  to  S.  S.  W. 

Feb.  25.  Lat.  5°  11'  S. ;  long.  34°  39'  W.  Current,  N.  12°  W.,  six-tenths  of  a  mile  per  hour. 
Barometer,  29.66;  temperature  of  air,  85°.  Winds:  S.  E.,  do.,  S.  S.  E. ;  moderate  and  pleasant;  have 
weathered  Cape  St.  Eoque  after  four  days'  hard  beating. 

Feb.  26.  Lat.  6°  40'  S.;  long.  34°  29'  W.  Current  (per  hour),  five  tenths  of  a  mile  N.,  11°  W. 
Barometer,  29.65  ;  temperature  of  air,  83°.  Winds :  S.  E.,  E.  S.  E.,  S.  E. ;  fresh  and  pleasant ;  at  5  P.  M. 
tacked  to  N.  E.  off  Eio  Grande  del  Norte ;  at  ten,  back  again,  and  at  11.25  to  N.  E.  in  ten  fathoms  water ; 
light  airs. 

Feb.  27.  Lat.  7°  06'  S. ;  long.  34°  27'  W.  Barometer,  29.70 ;  temperature  of  air,  84°.  Winds :  S.  E  ; 
light  and  variable ;  working  along  in  from  ten  to  fifteen  fathoms  water ;  at  noon,  light  wind  at  N.  E. ;  the 
first,  since  by  Bermuda,  35  days ;  three-fourths  of  that  time  it  has  been  straight  ahead.  Has  ever  any  one 
had  it  so  contrary  before,  in  January  and  February  ?  Have  made  350  miles  the  last  nine  days;  At  10  P.  M. 
lightning  to  the  W.  S.  W.  over  the  land. 

Bad  luck  you  certainly  had.  But,  notwithstanding  you  fell  so  far  to  leeward,  and  "  the  time"  you  had 
of  it,  in  weathering  St  Eoque,  compare  your  track  with  the  Astrea's  (p.  368).  She  crossed  30°  N.  in  26° 
40'  W.,  and  had  thence  thirteen  days  to  6°  S.  You  crossed  3°  N.  in  35°,  fell  far  to  leeward,  yet  you 
crossed  6°  S.  two  days  ahead  of  the  Astrea. 


Eio  de  Janeiro,  March  22,  1853. 
I  herewith  forward  the  abstract  log  of  the  ship  Wings  of  the  Morning,  from  New  York  to  the  port  of 
Eio.  On  the  27th  of  January,  the  fifth  day  from  New  York,  you  will  perceive  that  I  carried  away  the 
main  truss  and  wings  of  the  main  yard,  together  with  the  main  topmast  and  all  three  top  gallant-masts  and 
jib-boom.  For  several  days  after,  we  had  no  sail  except  the  fore  and  mizzen  topsails,  foresail,  and  spanker. 
From  that  time,  to  sixteen  north,  with  two  days'  exception,  we  had  the  winds  principally  from  south  to 
southwest.    Much  of  the  time  blowing  fresh  gales.    Consequently,  I  was  driven  far  to  the  eastward  of  the 


ROUTES  TO   BIO,   ETC.  878 

ship's  intended  course.  From  the  time  the  ship  lost  her  spars  until  I  crossed  the  equator,  without  one 
exception,  stood  on  the  tack  I  could  make  the  most  latitude.  We  carried  the  N.  E.  trade  to  five,  and  took 
the  wind  S.  S.  E.  in  2°  N.  Crossed  the  line  in  twenty-eight,  and  passed  out  of  sight  to  windward  of 
Noronha.  The  trades,  both  north  and  south,  were  very  light.  Your  very,  very  valuable  Sailing  Directions 
and  Charts  I  consider  the  best  guide  ever  given  to  the  navigator  for  pointing  out  the  way  to  shorten  the 
passage  between  New  York  and  Eio,  when  it  is  practicable  to  follow  them.  The  abstract  of  the  remaining 
passages  during  the  voyage,  will  be  forwarded  from  the  different  ports  on  my  arrival. 

Very  respectfully  yours, 

H.  H.  LOVELL. 
Lieut.  M.  F.  Maubv. 


Ship  Wings  of  the  Morning  (H.  H.  Lovell),  New  York,  bound  to  San  Francisco,  1853,  twenty-two 
days  out. 

Feb.  14,  1853.  Lat.  30°  08'  K;  long.  36°  48'  "W.  Barometer,  29.70;  temperature  of  air,  68°. 
Winds:  N.  N.  E.,  N.  E.,  N.  E.  ■    .  • 

Feb.  15.    Lat.  27°  00'  N.;  long.  36°  30'  W.    Barometer,  28.0;  temperature  of  air,  68°.    Winds:  E., 

S.  E.,  S.  E.  by  S.  • 

Feb.  16.    No  observations.    Barometer,  29.70.    Winds :  S.,  S.  S.  W.,  S.  W.  by  S.     Squally,  with  rain. 

Feb.  17.  Lat.  25°  43'  N. ;  long.  33°  30'  W.  Barometer,  29.70.  Winds:  S.  S.  W.  Ship  under  single 
reefs;  squally. 

Feb.  18.  Lat.  24°  44'  N. ;  no  observation  for  longitude.  Barometer,  29.8.  Winds :  S.  S.  W.,  S.  by 
W.,  S.  W.    Weather  unsettled ;  single  reefs. 

Feb.  19.  Lat.  23°  09'  N.;  long.  29°  43'  W.  Barometer,  29.9.  Winds:  S.  S.  W.,  S.  W.,  S.  by  W. 
Squalls  and  rain  throughout  the  day. 

Feb.  20.  Lat.  21°  50'  N. ;  long.  27°  28'  W.  Barometer,  29.90.  Winds :  S.  S.  W.,  S.  W.,  W.  S.  W. 
Weather  unsettled,  rainy,  and  squally. 

Feb.  2L  Lat.  20°  00' N.;  long.  27°  08' W.  Barometer,  29.9.  Winds :  S.  W.,  W.  S.  W.,  W.  S.  W. 
Changeable  weather. 

Feb.  22.  Lat.  18°  33'  N. ;  long.  27°  08'  W.  Barometer,  29.9 ;  temperature  of  air,  68°.  Winds : 
W.  S.  W.,  calm,  W.     Cloudy,  with  rain,  thunder,  and  lightning. 

Feb.  23.  Lat.  17°  12' N.;  long.  27°  08' W.  Barometer,  30.00;  temperature  of  air,  70°.  Winds: 
W.  S.  W.,  calm  E.  N.  E. 

Feb.  24.  Lat.  14°  27'  N.;  long.  27°  13'  W.  Barometer,  30.00;  temperature  of  air,  70°.  Winds:  E., 
E.  N.  E.,  E.  N.  E.    All  sail  set. 

Feb.  25.  Lat.  11°  57'  N.;  long.  27°  13'  W.  Barometer,  30.00.  Winds :  E.,  E.  N.  E.,  E.  N.  E.  All 
sail  set. 


87i  THE  WIND  AND  CURRENT  CHARTS. 

Feb.  26.  Lat.  lO"  05'  N. ;  long.  26°  40'  W.  Barometer,  30.00.  AVind :  N.  E. ;  J  knot  per  honr, 
easterly  current. 

Feb.  27.  Lat.  8°  51'  K;  long.  26°  40'  W.  Barometer,  30.00;  temperature  of  air,  72°.  Winds: 
N.  by  E.,  N.  by  E.,  N.  E.     A  slight  easterly  current ;  winds  very  light. 

Feb.  28.  Lat.  7°  03'  N".;  long.  26°  40'  "W.  Barometer,  30.00;  temperature  of  air,  78°.  Winds: 
N.  N.  E.,  N.  N.  E.,  K  E.     Light  breezes  and  cloudy. 

March  1.  Lat.  4°  30'  K ;  long.  26°  40'  W.  Current,  ^  of  a  knot,  east.  Barometer,  30.00  ;  tempera- 
ture of  air,  80°.     Wind  :  K  K  E.     Weather  cloudy. 

March  2.  Lat.  3°  20'  K ;  long.  26°  31'  W.  Barometer,  30.00 ;  temperature  of  air,  80°.  Winds :  N., 
N.N.W.,  S.  W.     Weather  changeable. 

March  3.  Lat.  2°  04'  K;  long.  26°  30'  W.  Barometer,  30.00;  temperature  of  air,  80°.  Winds: 
KW.,  K,S.E.    Eain. 

March  4.  Lat.  1°  06'  N. ;  long.  26°  31'  W.  Barometer,  30.00 ;  temperature  of  air,  80°.  Winds :  N., 
calm,  S.  E.     Heavy  looking  squalls,  but  unattended  with  wind,  and  much  rain. 

March  5.  Lat.  00°  55'  S. ;  long.  28°  22'  W.  Barometer,  30.00;  temperature  of  air,  81°.  Winds:  S. 
S.  E.,  S.,  S.  S.  E.     Pleasant  weather. 

March  6.  Lat.  3°  20'  S.;  long.  30°  00'  W.  Current,  J  knot  per  hour,  W.  Barometer,  30.00;  tem- 
perature of  air,  82°.     Wind :  S.  S.  E. 

March  7.  Lat.  5°  27'  S. ;  long.  31°  84'  W.  Current,  same  as  yesterday.  Barometer,  30.00 ;  tem- 
perature of  air,  82°.     Winds :  S.  S.  E.,  S.  E.,  S.  E.     Light  airs. 

March  8.  Lat.  7°  31' S.;  long.  31°  50' W.  Barometer,  29.9  ;  temperature  of  air,  82°.  Winds:  S.E. 
E.,  E.    Pleasant ;  all  sail. 

Golden  Racer  (B.  M.  Melcher),  Boston  to  San  Francisco,  22  days  out. 

Feb.  21,  1853.  Lat.  19°  17'  N. ;  long.  30°  40'  W.  Barometer,  30.00 ;  temperature  of  air,  75° ;  of 
water,  74°.    Winds:  W.,  W.  N.  W.,  N.  W.    Light  airs,  and  hazy. 

Feb.  22.  Lat.  18°  20'  N.;  long.  30°  11'  W.  Barometer,  30.00;  temperature  of  air,  73°;  of  water, 
73°.  Winds:  variable  and  calm;  S.  E.  to  S.  W.,  W.,  S.  W.  First,  light  and  variable;  middle,  heavy 
thunder,  lightning,  and  rain.    Ends  light  airs,  and  fine  weather. 

Feb.  23.  Lat.  17°  27'  N.;  long.  30°  17'  W.  Barometer,  30.10;  temperature  of  air,  76°;  of  water, 
74.     Wind :  W.  S.  W.,  calm,  S.E.     First  and  latter  parts,  light  airs;  middle,  calm. 

Feb.  24.  Lat.  15°  15'  N. ;  long.  30°  45'  AV.  Barometer,  30.10 ;  temperature  of  air,  80°  ;  of  water, 
74°.    Winds :  S.  E.,  S.  E.,  S.  S.  E.     Light  breezes,  and  pleasant  weather. 

Feb.  25.  Lat.  13°  25'  N.;  long.  31°  11'  W.  Barometer,  30.10;  temperature  of  air,  81°;  of  water, 
75°.     Winds :  S.  E.,  S.  E.  by  S.,  N.  E.     First  and  middle,  light  airs.    Ends  with  moderate  breezes. 

Feb.  26.  Lat.  11°  29'  K;  long.  31°  03'  W.  Barometer,  30.10;  temperature  of  air,  80° ;  of  water, 
75°.     Winds  :  N.  E.  to  E.,  S.  E.,  S.  E.  by  E.;  E.  S.  E.    Light  breezes,  with  calms. 


BOUTES  TO    RIO,    ETC.  375 

Feb.  27.  Lat  9°  13'  N.;  long  30°  28'  W.  .Barometer,  30.10 ;  temperature  of  air,  83° ;  of  water,  78°; 
Winds:  E.  S.  E.,  E.  by  S.,  E.  by  S.     Light  breezes,  and  pleasant  weather. 

Feb.  28.  Lat.  6°  41'  N. ;  long.  29°  21'  W.  Barometer,  30.10 ;  temperature  of  air,  84° :  of  water,  78° ; 
Winds :  E.  by  S.,  E.,  E.     Moderate  breezes,  and  pleasant. 

March  1.  Lat.  4°  57'  K;  long.  28°  59'  W.  Barometer,  30.00;  temperature  of  air,  76°;  of  water,  77°. 
Winds :  E.,  E.  to  S.  W.,  S.  W.  to  N.     First,  moderate  breezes ;  middle,  heavy  rain  squalls.    Ends  variable. 

March  2.  Lat.  3°  35'  N.;  long.  29°  14'  W.  Barometer,  30.00;  temperature  of  air,  82°;  of  water, 
81°.  Winds :  N.  to  S.  E. ;  calm,  W.  Commences  with  fresh  variable  breezes ;  middle  calm.  Ends  with 
light  airs. 

March  3.  Lat.  2°  19'  K;  long.  29°  15'  W.  Barometer,  30.10;  temperature  of  air,  88°;  of  water, 
82°.     Winds:  variable;  light  variable  airs,  with  rain  squalls. 

March  4.  Lat.  0°  01'  N.;  long.  29°  55'  W.  Barometer,  30.10;  temperature  of  air,  77°  ;  of  water, 
81°.    Winds:  E.  S.  E.,  S.  E.  by  S.,  S.  E.  by  S.    Moderate  breezes,  with  rain  squalls. 

March  5.  Lat.  2°  37'  S.;  long.  31°  15'  W.  Barometer,  30.10;  temperature  of  air,  63°;  of  water, 
81°.     Winds:  S.  E.  by  S.,  S. E.  by  S.,  S.  E.by  S.     Moderate  breezes,  with  light  rain  showers. 

March  6.  Lat.  5°  17'  S.;  long.  32°  45'  W.  Barometer,  30.20;  temperature  of  air,  84°;  of  water, 
81°.  Winds:  S.  E.  by  S.,  S.  S.  E^  S. E.  by  S.  First  and  middle  parts  fresh  breezes;  latter  moderate. 
Passed  8  miles  west  of  Fernando  de  Noronha. 

Ship  Sea  Serpent  (Rowland),  New  York  for  San  Francisco,  eleven  days  out. 

Feb.  23, 1853.  Lat  22°  44'  N. ;  long.  41°  24'  W.  Barometer,  29.70 ;  temperature  of  air,  72° ;  of  water, 
72°.  Winds  :  S.  W.,  S.  W.  by  S.,  S.  W.  by  S.  Moderate  and  pleasant;  brisk  and  squally  ;  latter,  steady 
breezes,  with  fine  weather. 

Feb.  24.  Lat.  19°  25'  N.;  long.  39°  26'  W.  Barometer,  29.70;  temperature  of  air,  72°;  of  water, 
72°.  Winds :  S.  W.,  N".  W.,  N.  N.  W.  Brisk  and  fine  weather ;  middle,  some  rain  ;  latter,  moderate  and 
fine  weather. 

Feb.  25.  Lat.  18°  7'  K. ;  long.  38°  57'  W.  Barometer,  29.80;  temperature  of  air,  75° ;  of  water,  76°. 
Winds :  N.  N.  W.,  W.  N.  W.,  N.  W.     Light  breezes,  and  fine  weather. 

Feb.  26.  Lat.  16°  56'  N. ;  long.  37°  49'  W.  Barometer,  29.80 ;  temperature  of  air,  72° ;  of  water,  74°. 
Winds :  N.  N.  W.,  north,  and  N.  N.  E.     Light  breezes  and  fine  weather. 

Feb.  27.  Lat.  14°  29'  N. ;  long.  36°  30'  W.  Barometer,  29.90 ;  temperature  of  air,  73° ;  of  water,  74°. 
Winds :  north,  N.  E.,  E.  N.  E.  Light  breezes  and  fine  weather.  At  6  P.  M.  took  the  K  E.  trades.  Lat.  15°. 
N.;  long.  36°  13' W. 

Feb.  28.  Lat.  11°  33'  N. ;  long,  34°  45'  W.  Barometer,  29.80 ;  temperature  of  air,  75° ;  of  water,  75°. 
Wind  :  E.  N.  E.    Moderate,  unsteady  breezes,  with  fine  weather. 

March  1.  Lat.  8°  15'  N.;  long.  32°  30'  W.  Barometer,  29.80 ;  temperature  of  air,  77° ;  of  water,  80°. 
Winds:  E.  N.  E.,  E.  N.  E.,  N.  E.  by  E.    Moderate,  unsteady  breezes,  and  squally ;  ends  pleasant. 


376 


THE  WIND  AND  CURRKNT  CUAKTS. 


March  2.  Lat.  5°  19'  K;  long.  30°  57'  W.  Barometer,  29.75  ;  temperature  of  air,  79°;  of  water,  80°. 
Winds :  E.  N.  E.,  E.  N.  E.,  E.  Ijy  N.     Moderate,  unsteady  breezes,  and  fine  weather. 

March  3.  Lat.  2°  52'  N.;  long.  30°  04'  W.  Barometer,  29.75;  temperature  of  air,  82° ;  of  water,  82°. 
Winds:  E.  by  N.,  east,  E.  by  N".  Commences  moderate  and  pleasant;  middle,  light  and  squally;  latter, 
pleasant. 

March  4.  Lat.  0°  05'  S.;  long.  30°  23'  W.  Barometer,  29.75;  temperature  of  air,  82°  ;  of  water,  82°. 
Winds :  east,  E.  S.  E.,  S.  S.  E.  to  E.  by  S.  Moderate  and  unsteady ;  some  rain ;  middle,  variable  and 
unsteady ;  ends  pleasant.     At  11  A.  M.  crossed  the  equator,  in  19  days  16  hours. 

March  5.  Lat.  2°  67'  S.;  long.  31°  21'  W.  Barometer,  29.80 ;  temperature  of  air,  83°;  of  water,  81°. 
Winds:  S.  E.,  S.  E.  by  S.,  S.  E.  First,  heavy  clouds  from  S.  E.;  moderate  breeze;  middle,  squally,  with 
rain ;  ends  pleasant,  with  a  moderate  breeze. 

March  6.  Lat.  6°  14'  S.;  long.  33°  12'  W.  Barometer,  29.80 ;  temperature  of  air,  82° ;  of  water,  82°; 
water  (18  feet  below  surface),  81°.  Winds:  S.  E.  by  S.,  S.  E.  by  S.,  S.  E.  Moderate  trade  and  fine 
weather.     At  7  P.  M.,  Fernando  de  Noronha  bore  west  eight  miles.     Ends  moderate,  fine  weather. 


New  York  to  Rio. — Maech. 


DISTANCES. 

WINDS;  PER  CENT. 

Longitude. 

Course. 

Total  No. 

Latitude. 

True. 

Per  cent. 

Average. 

Head. 

SLANTS  FEOM 

Fair. 

Calms. 

observa- 
tions. 

N'd  or  E'd. 

S'dorW'd. 

From 

40°  27' N. 

74° 

00' to 

39     11 

70 

00 

E.S.E. 

199 

9.6 

218 

2.2 

lu  10.7 

7.5 

79.7 

2.0 

448 

37     43 

Qb 

00 

E.S.E. 

256 

7.0 

274 

1.4 

7.8 

7.0 

83.9 

2.0 

353 

36     03 

60 

00 

E.S.E. 

261 

6.7 

278 

2.4 

6.6 

3.0 

88.0 

6.7 

181 

36     03 

55 

00  d 

E. 

243 

6.5 

259 

2.1 

6.3 

4.9 

86.7 

4.7 

142 

35     00 

53 

43 

S.E. 

89 

6.1 

94 

0.9 

1.8 

wUA 

82.9 

4.2 

113 

31     53 

50 

00 

S.E. 

265 

12.6 

298 

6.0 

4.5 

3.0 

86.5 

0.0 

65 

30     05 

45 

00  d 

E.S.E. 

284 

12.2 

318 

5.1 

6.8 

6.8 

81.3 

0.0 

60 

25     00 

45 

00 

S. 

305 

8.8 

331 

0.0 

wlb.b 

12.4 

72.1 

8.6 

32 

20  '23 

40 

00 

S.E. 

399 

10.5 

441 

0.0 

w  22.5 

15.0 

62.5 

0.0 

40 

20     00 

39 

35 

S.E. 

33 

4.5 

34 

0.0 

6.0 

m;12.0 

82.0 

2.0 

"  45 

15     36 

85 

00 

S.E. 

370 

3.7 

484 

0.0 

IV  14.8 

0.0 

85.2 

0.0 

27 

15     00 

34 

23  (^ 

S.E. 

51 

10.1 

56 

3.6 

7.2 

7.2 

82.0 

0.0 

56 

10     00    . 

32 

16 

S.S.E. 

324 

1.0 

327 

0.0 

w    5.1 

0.0 

94.9 

0.0 

60 

5     00 

30 

10  d 

S.S.E. 

324 

9.8 

355 

3.9 

wll.1 

1.3 

83.1 

3.7 

78 

Equator 

30 

10  d 

S. 

300 

3.0 

309 

1.4 

w    2.8 

0.0 

95.8 

2.0 

143 

1     00  S. 

30 

35 

s.s.w. 

65 

2.1 

m 

0.0 

w    1A 

0.0 

92.6 

4.8 

299 

1     25 

31 

00 

s.w. 

35 

4.0 

37 

0.0 

IV  13.4 

0.0 

86.6 

0.0 

15 

3     00 

31 

40 

S.S.W. 

103 

0.0 

103 

0.0 

0.0  : 

0.0 

100.0 

.0.0 

6 

3     48 

32 

00 

s.s.w. 

52 

8.8 

56 

0.0 

IV  22.2 

0.0 

77.8 

0.0 

9 

5     00 

32 

30 

s.s.w. 

78 

0.0 

78 

0.0 

0.0 

0.0 

100.0 

0.0 

10 

6     12 

33 

00 

s.  s.  w. 

78 

0.0 

78 

0.0 

0.0 

0.0 

100.0 

0.0 

15 

7     00 

33 

20 

s.  s.  w. 

52 

0.0 

52 

0.0 

0.0    i 

0.0 

100.0 

40.0 

25 

8     36 

34 

00 

s.  s.  w. 

104 

4.5 

109 

0.0 

w  14.0 

0.0 

86.0 

0.0 

49 

9     00 

34 

10 

s.s.w. 

26 

3.2 

27 

0.0 

tv    9.8 

0.0 

1 

90.2 

0.0 

82 

E0UTE3  TO  RIO,  ETC.  377 

Shortest  distance  to  the  equator  by  this  route,  3,703  miles.  Average  distance  to  be  sailed  on  account 
of  adverse  winds,  3,976  miles. 

This  and  the  February  route  are  the  most  favorable.  After  crossing  5°  N.  if  you  can  lay  up  S.  S.  E. 
to  the  line,  do  so. 

Ship  Oolden  State  (L.  F.  Doty),  New  York  to  San  Francisco,  nineteen  days  out. 

Feb.  27,  1853.  Lat.  18°  1'  N.;  long.  30°  54'.  W.  Temperature  of  air,  71° ;  of  water,  71°.  Winds :  S. 
by  W.,  north,  N.  E.    Small  breezes,  and  smooth  sea ;  passing  clouds. 

Feb.  28.  Lat.  15°  25'  K;  long.  29°  52'  W.  Temperature  of  air,  71° ;  of  water,  70°.  Winds :  N.  E., 
N.  N.  E.,  N.  E.     Light  breezes. 

March  1.  Lat.  12°  9'  K;  long.  29°  32'  W.  Winds :  N.  E.,  E.  N.  E.,  E.  N.  E.  Moderate  trades,  and 
hazy;  all  sail. 

March  2.  Lat.  9°  00'  K;  long.  28°  50'  W.  Temperature  of  air,  71°;  water,  70°.  Winds :  N.  E.,  N. 
E.  by  E.,  N.  E.  by  E.     Fine  trades,  and  hazy. 

March  3.  Lat.  5°  6'  N.;  long.  27°  52'  W.  Temperature  of  air,  71°;  of  water,  70°.  Winds:  N.  E. 
Brisk  trades,  and  fine  weather. 

March  4.  Lat.  2°  56'  N.;  long.  27°  3'  W.  Temperature  of  air,  74°;  of  water,  — .  Winds:  east, 
east,  E.  S.  E.    Moderate  and  hazy. 

March  5.  Lat.  1°  43'  N.;  long.  28°  1'  W.  Temperature  of  air,  76°;  of  water,  70°.  Winds:  S.  E. 
by  S.    Light  breezes  and  clear. 

March  6.    Lat.  0°  46'  S. ;  long.  28°  50'  W.     Winds :  S.  E.  by  S.,  S.  E.,  S.  E.     Light  airs,  and  pleasant. 

March  7.  Lat.  2°  28'  S.;  long.  29°  51'  W.  Temperature  of  air,  77°;  of  water,  70°.  Wind:  S.  E. 
Moderate  breezes,  and  clear. 

March  8.  Lat.  3°  36'  S.;  long.  30°  15'  W.  Temperature  of  air,  79° ;  of  water,  70°.  Wind :  S.  E. 
Small  breezes  and  clear. 

March  9.  Lat.  5°  35'  S.;  long.  31°  20'  W.  Temperature  of  air,  79°;  of  water,  70°.  Wind:  S.  E. 
Light  trades,  and  clear  weather. 

Ship  Paragon  (Samuel  Duncan),  New  York  to  San  Francisco,  twenty  days  out. 

Feb.  28,  1853.  Lat.  18°  20'  K;  long.  30°  18'  W.  Barometer,  30;  temperature  of  air,  72°;  of  water, 
74°.     Winds:  N.  N.  E.,  N.  E.,  N.  E.    Fresh  breezes;  trades,  beyond  a  doubt. 

March  1.  Lat.  14°  54'  N. ;  long.  29°  13'  W.  Barometer,  30 ;  temperature  of  air,  73° ;  of  water,  75° ; 
Winds :  N.  E.,  E.  N.  E.,  N.  E.  by  E.  Fresh  breezes ;  passed  through  strong  tide  rips,  but  experienced  no 
currents. 

March  2.    Lat.  12°  11'  N.;  long.  28°  27'  W.     Temperature  of  air,  75°;  of  water,  77°.     Winds:  N".  E. 
by  E.,  E.  N.  E.,  E.  N.  E.     Comes  in  fresh  ;  ends  good  breeze,  light  showers. 
48 


378  THE  WIND  AND  CUERENT  CHARTS. 

March  3.  Lat.  8°  30'  N.;  long.  27°  33'  W.  Barometer,  29.90;  temperature  of  air,  78°;  of  water, 
80°.  Winds:  N.  E., E., E.  N.  E.  Commences  with  good  breezes  and  light  showers  of  raia;  ends  fresh, 
with  heavy  appearances  in  the  S.  E. 

March  4.  Lat.  5°  7'  N. ;  long.  26°  49'  W.  Var.  obs.  12°.  Barometer,  29.9  ;  temperature  of  air,  80°  ; 
of  water,  81°.  Winds:  E.  N.  E.,  E.  N.  E.,  E.  N.  E.  Comes  in  fresh,  thick  and  hazy  weather;  ends 
moderate  and  fine. 

March  5.  Lat.  3°  N. ;  long.  (D.  E.)  26°  59'  W.  Barometer,  29.90  ;  temperature  of  air,  80° ;  water, 
83°.  Winds:  E.  N.  E.,  S.  E.,  E.  S.  E.  Commences  moderate;  black  and  heavy  in  the  S.  E.;  middle  and 
latter,  light  and  unsteady,  with  rain. 

March  6.  Lat.  1°  38' N. ;  long.  27°  16'  W.  Barometer,  29.9  ;  temperature  of  air  82°  ;  of  water,  84°. 
Winds :  N.  E.,  K  E.,  S.  E.     First  and  middle  parts  light  and  baffling,  with  rain. 

March  7.  Lat.  34'  N. ;  long.  27°  31'  W.  Barometer,  29.90;  temperature  of  air,  84°;  of  water,  85°. 
Winds  :  S.  E.,  E.,  N.  E.     Light  and  baffling,  and  occasionally  calm. 

March  8.  Long.  27°  50'  W.  Current,  f  of  a  mile  per  hour,  S.  W.  Barometer,  29.60 ;  temperature  of 
air,  85° ;  of  water,  85°.  Winds :  E.  N.  E.,  calm,  E.  Commences  light ;  middle  part  calm ;  latter,  very  light. 
At  noon  on  the  equator,  in  long.  27°  50'  W. 

March  9.  Lat.  1°  10'  S. ;  long.  27°  50'  W.  Var.  obs.  10°.  Barometer,  29.90 ;  temperature  of  air, 
86°;  of  water,  85°.     Winds  :  E.  N.  E.,  E.,  E.     A  light  breeze;  clouds  have  very  little  motion. 

March  10.  Lat.  2°  52'  S.;  long.  29°  28'  W.  Var.  obs.  7°.  Barometer,  29.80;  temperature  of  air, 
82°  ;  of  water,  84°.     Winds  :  S.  by  E.,  S.  by  E.,  S.  by  E.     Brisk  breezes  and  fine  weather. 

March  11.  Lat.  4°  55'  S. ;  long.  30°  26'  W.  Barometer,  29.80 ;  temperature  of  air,  83°  ;  of  water, 
83°.     Winds  :  S.  by  E.,  S.  S.  E.,  S.  E.     Brisk  breezes  ;  passed  under  the  sun. 

Ship  Sivord-Fish  (C.  Collins),  New  York  for  San  Francisco,  fifteen  days  out. 

Feb.  27, 1853.  Lat.  22°  54'  K ;  long.  36°  30'  W.  Barometer,  30.00 ;  temperature  of  air,  72°  ;  of  water,* 
71J°;  of  water,  70°.  Winds  :  N.,  N.  N.  E.,  N.  E.;  light  winds  and  clear  weather.  I  think  we  now  have 
what  are  called  trade-winds. 

Feb.  28.  Lat.  19°  32'  N.;  long.  35°  40'  W.  Current,  \  mile  per  hour,  to  the  westward.  Barometer, 
30.00  ;  temperature  of  air,  75° ;  of  water,  74°  ;  of  water,  69°.  Winds :  E.  N.  E.,  E.,  E.  to  E.  S.  E.;  light 
airs  ;  middle  part,  good  breeze  ;  latter  part,  calm,  with  light  pufis.     Aneroid  barometer,  29.56. 

March  1.  Lat.  16°  03'  N.;  long.  34°  28'  W.  Barometer,  29.80;  temperature  of  air,  75°;  of  water, 
78°  ;  of  water,  70|°.  Winds :  E.  N.  E.,  E.  by  S.,  E.  by  S. ;  good  breezes  throughout ;  latter  part,  wind 
comes  in  puffs ;  the  barometer  has  been,  during  these  24  hours,  as  low  as  29.62  ;  wind  inclined  southerly ; 
Aneroid  barometer,  29.78. 

March  2.     Lat.  12°  21'  N. ;  long.  33°  12'  W.     Current,  29  miles,  W.  by  S.  during  the  last  two  days. 


*  Surface. 


ROUTES  TO   KIO,    ETC.  879 

Barometer,  29.76 ;  temperature  of  air,  74°  ;  of  water,  74°  ;  of  water,  71°.  Winds :  E.  S.  E.,  E.  S.  E.,  S.  E. 
by  E.  J  E. ;  fine,  clear  weather ;  the  ship  has  been  close-hauled — log  distance  run  240  miles. 

March  3.  Lat.  8°  25'  N.;  long.  31°  35'  W.  Current,  J  mile  per  hour,  to  S.  and  W.  Barometer, 
29.75;  temperature  of  air,  74°;  of  water,  78°;  of  water,  74°.  Wind:  E.  S.  E.  throughout;  throughout 
fine  breezes — cannot  say  trades — I  have  been  too  often  humbugged ;  ship  by  the  wind ;  log  dist.  run  260 
miles. 

March  4.  Lat.  4°  37'  N.;  long.  29°  50'  W.  Current,  1  mile  per  hour,  W.by  N.  Barometer,  29.66; 
temperature  of  air,  80°;  of  water,  80°;  of  water,  77°.  Winds:  E.  S.  E.,  E.  by  S.,  E.byS.;  good  wind; 
clear  weather. 

March  5.  Lat.  2°  55'  K.;  long.  29°  23'  W.  Current,  IJ  miles  per  hour,  W.  Barometer,  29.70; 
temperature  of  air,  78°  ;  of  water,  80° ;  of  water,  76°.  Winds :  calm,  calm,  E.  to  S.  W. ;  calms,  and  light 
airs  throughout ;  very  heavy  looking  squalls,  all  on  the  horizon ;  very  little  wind  in  them,  but  a  great 
quantity  of  water. 

March  6.  Lat.  1°  48'  K ;  long.  29°  06'  W.  Current,  2  miles  per  hour,  W.  by  N.  Barometer,  29.80; 
temperature  of  air,  80° ;  of  water,  80° ;  of  water,  80°.  Winds :  calm,  E.  S.  E.,  calm,  and  E.  S.  E. ;  light  airs 
and  calms ;  very  heavy  showers  of  rain ;  weather,  during  the  last  four  days,  very  warm  and  close ;  passed 
through  a  tide  rip  setting  W.  by  IST. 

March  7.  Lat.  0°  18'  N.;  long.  29°  8'  W.  Current,  1  mile  per  hour,  W.  S.  W.  Barometer,  29.76; 
temperature  of  air,  79° ;  of  water,  79° ;  of  water,  79°.  Winds :  calm,  baffling,  calm,  and  east.  Throughout, 
calms  and  light  airs ;  very  warm  and  sultry ;  several  vessels  in  sight.  At  10  P.  M.  passed  Island  St.  Paul's, 
distant  4  miles. 

March  8.  Lat.  1°  06'  S. ;  long.  29°  6'  W.  No  current.  Barometer,  29.75 ;  temperature  of  air,  80° ; 
of  water,  80°;  of  water,  79°.  Winds:  calm,  calm,  S. E.  byE.  Another  day  of  light  airs  and  calms.  At 
1  P.  M.,  on  the  equator,  log  distance  run  to  the  line  4,135  miles  in  22  clays.  You  will  see  by  this  abstract 
that  your  route  was  followed  to  the  letter,  and  has  proved  satisfactory  after  so  many  hard  pulls  and  draw- 
backs as  I  have  had  while  running  to  Kio  Janeiro.  I  should  evidently  have  been  on  the  line  Sunday  last, 
had  the  breezes  held  good,  but  my  luck  "  calms,"  which,  I  am  sorry  to  say,  you  will  often  see  in  this  book. 

A  model  track.  Compare  it  with  the  tracks  of  the  Golden  State  and  the  Paragon  (p.  377).  They 
crossed  the  parallel  of  18°  W.  in  about  81°,  the  one  29,  the  other  27  days  out.  The  Sword-Fish  crossed 
this  parallel  near  the  meridian  of  35°  W.,  16  days  out,  and  was  south  of  the  equator  6  days  afterwards, 
beating  the  former  several  days  again. 

I  would  recommend  vessels  in  coming  out  of  New  York  and  Boston,  to  stand  off  well  to  the  eastward 
when  the  winds  are  fair,  before  attempting  to  make  any  southing.  The  degrees  there  are  shortj  and  by 
standing  as  far  as  60°  or  50°  before  crossing  the  parallel  of  40°,  you  have  a  better  chance  for  running  south 
across  the  Horn  latitudes. 

This  recommendation  applies  to  all  months,  but  only  when  the  winds  are  fair  for  easting. 


380  THE  WIND  AND  CUEEENT  CHABTS. 

March  9.  Lat.  2°  57'  S. ;  long.  29°  23'  W.  Current,  three-fourths  of  a  mile  per  hour,  W.  by  S.  Baro- 
meter, 29.70;  temperature  of  air,  81°;  of  water,  81°;  of  water,  79°.  "Winds:  calm  and  east,  calm,  S.  E. 
by  S. ;  fine  clear  weather,  light  airs  and  calm. 

March  10.  Lat.  5°  39'  S.;  long.  30°  13'  W.  Current,  half  mile  per  hour,  W.  Barometer,  29.72; 
temperature  of  air,  82° ;  of  water,  82°  ;  of  water,  82°.  Winds :  calm  and  S.  E.,  S.  E.  and  E.,  S.  E.  by  S.  Very 
light  trades ;  fine  weather ;  had  main-topsail  in  three  hours  to  fix  the  masthead. 

Ship  Sirocco  (J.  L.  Sanford),  New  York  to  San  Francisco,  seventeen  days  out. 

March  5,  1853.  Lat.  22°  09'  N. ;  long.  34°  00'  W.  Barometer,  30.60.  Winds:  E.,  E.,  and  E.  N.  E. 
Fresh  breezes  and  squally  weather. 

March  6.  Lat.  18°  26'  N. ;  long.  32°  33'  W.  Barometer,  30.40.  Winds :  E.  by  S.,  E.  by  N.,  and  E. 
Commence  with  fresh  breezes  and  pleasant  weather.     Latteu,  squally  and  hazy. 

March  7.  Lat.  14°  40'  N.;  long.  31°  00'  W.  Barometer,  30.20.  Winds:  E.  N.  E.,  E.  by  N.,  and 
E.  N.  E.     Strong  breezes  and  squally,  with  rain.     Ends  clear,  with  fine  breezes. 

March  8.  Lat.  11°  03'  N.;  long.  30°  00'  W.  Barometer,  30.20.  Winds :  E.N.  E.,  E.N.E.,  andN.E. 
Pleasant  breezes,  with  clear  pleasant  weather. 

March  9.  Lat.  7°  49'  N. ;  long.  28°  54'  W.  Barometer,  30.10.  Winds  :  E.  N.  E.,  E.  N.  E.,  and  N.  E, 
Light  breezes,  with  hazy  weather  and  light  rain. 

March  10.  Lat.  4°  26'  N. ;  long.  28°  00'  W.  Barometer,  30.20.  Winds :  E.  N.  E.,  E.,  and  N.  E. 
Pleasant  breezes  and  hazy  weather. 

March  11.  Lat.  2°  00'  N. ;  long.  28°  00'  W.  Barometer,  30.30.  Winds :  E.  N.  E.,  S.  W.,  and  N.  W. 
Fine  breezes  and  clear.  At  dark,  much  lightning.  Middle  part,  squally  with  rain ;  latter  part,  light  airs 
and  calms. 

March  12.  Lat.  0°  10'  N.;  long.  28°  05'  W,  Barometer,  30.30.  Winds:  E.  N.  E.,  variable,  and  N. 
Light  breezes  and  occasionally  calm.     Twenty-five  days  from  New  York  to  the  line. 

March  13.  Lat.  0°  32'  S. ;  long.  28°  10'  W.  Barometer,  30.30.  Winds:  north,  calm,  and  squally. 
Light  airs  and  fine  weather.     Ends  calm  and  squally. 

March  14.  Lat.  0°  56'  S. ;  long.  28°  20'  W.  Barometer,  30.20 ;  temperature  of  air,  80°  ;  of  water,  81°. 
Winds :  calm,  S.  W.,  and  ca,lm.  Light  variable  airs  and  calm.  I  find  very  little  change  in  the  barometer ; 
weather  clear  and  squally.  . 

March  15.  Lat.  0°  54'  S.;  long.  28°  10'  W.  Barometer,  30.20.  Current,  west,  12  miles.  Tempera- 
ture of  air,  79°  ;  of  water,  80°.     Light  airs,  and  calm  from  the  S.  W. 

March  16.  Lat.  1°  10'  S. ;  long.  28°  20'  W.  Barometer,  30.10.  Current,  ^Y.  S.  W.,  12  miles.  Tem- 
perature of  air,  79°;  of  water,  81°.     Calna  and  squally;  rain  all  around  the  compass. 

March  17.  Lat.  2°  20'  S.;  long.  28°  45'  W.  Barometer,  30.10;  temperature  of  air,  80° ;  of  water,  81°, 
Very  light  airs  from  the  N.  E.  and  N.  W. 


ROUTES  TO  BIO,  ETC.  381 

Marcii  18.  Lat.  3°  44'  S. ;  long.  29°  15'  W.  Barometer,  30.00 ;  temperature  of  air,  79° ;  of  water,  81°. 
Winds :  calm,  E.  S.  E.,  and  S.  E.     First  part,  calm ;  middle  and  latter  parts,  squally. 

March  19.  Lat.  5°  59'  S.;  long.  30°  30'  W.  Barometer,  30.10;  temperature  of  air,  79°;  of  water, 
81°.     Winds:  S.  E.,  S.  E.,  and  S.  S.  E.     Light  breezes  and  clear  weather;  middle  part,  squally. 

Ship  Ndv  York  (David  C.  Baxter),  New  York  to  San  Francisco,  fifteen  days  out. 

March  7,  1853.  Lat.  20°  38'  K;  long.  40°  29'  W.  Barometer,  29.09;  temperature  of  air,  74°;  of 
water,  78°.     Winds :  E.  by  K,  E.  by  N.,  E.  by  N. ;  strong  trades  and  squally,  heading  up  S.  E.  and  off  S. 

March  8.  Lat.  18°  29'  N. ;  long.  39°  W.  Barometer,  29.07 ;  temperature  of  air,  74° ;  of  water,  74°. 
Winds :  E.  by  N.,  E.  to  E.  by  K,  E.  by  N.  ^  N. ;  strong  trades,  squally. 

March  9.  Lat.  16°  44'  K;  long.  37°  W.  Barometer,  29.07;  temperature  of  air,  74°;  of  water,  74°. 
Winds  :  E.  N.  E.,  E.  N.  E.,  E.  N,  E. ;  strong  trades,  with  some  hard  squalls. 

March  10.  Lat.  14°  19'  N. ;  long.  34°  56'  W.  Barometer,  29.07 ;  temperature  of  air,  76° ;  of  water, 
76°.     Winds :  E.  N.  E.,  E.  N.  E.,  E.;  fine  breezes  without  squalls ;  smooth  sea. 

March  11.  Lat.  11°  36'  N. ;  long.  33°  25'  W.  Barometer,  29.07  ;  temperature  of  air,  78°;  of  water, 
78°.     Winds :  E.,  E.  by  N.,  E.  \  K ;  first  part,  moderate ;  middle,  squally ;  latter,  brisk. 

March  12.  Lat  9°  41'  N.;  long.  31°  30'  AY.  Barometer,  29.07;  temperature  of  air,  80°;  of  water, 
78°.     Winds :  E.  by  N.,  E.  by  N.,  E.  by  N.  I  N. ;  same  as  yesterday. 

March  13.  Lat.  7°  17'  N. ;  long.  29°  12'  W.  Barometer,  29.06 ;  temperature  of  air,  82° ;  of  water, 
80°.     Winds :  E.  N.  E.,  E.  N.  E.,  E.  K  E. ;  moderate  trades. 

March  14.  Lat.  4°  50'  N.;  long.  28°  30'  W.  Barometer,  29.06;  temperature  of  air,  82°;  of  water, 
81°.     Winds :  E.  N  E.,  E.,  N.  by  E. ;  commences  moderate ;  middle  part,  light ;  ends  nearly  calm. 

March  15.  Lat.  2°  30'  N.;  long.  28°  30'  W.  Barometer,  29.06;  temperature  of  air,  82°;  of  water, 
82°.  Winds :  N.  by  E.,  N.  by  E.,  N.  E. ;  first  part,  very  light  airs  ;  middle,  increasing ;  ends  with  a  good 
breeze. 

March  16.  Lat.  0°  58'  N.;  long.  28°  25'  W.  Barometer,  29.06;  temperature  of  air,  82°  ;  of  water, 
82°.  Winds:  N.KE.,  N.  E.,  N.N.E.;  commences  a  moderate  N.  E.  wind;  from  6  to  10  P.  M.,  baffling 
from  E.  to  W.,  and  raining  in  torrents ;  middle  part,  light  air  from  E.  N.  E. ;  ends  with  light  breeze. 

March  17.  Lat.  0°  22'  S. ;  long.  28°  35'  W.  Barometer,  29.06 ;  temperature  of  air,  84° ;  of  water, 
83°.    Winds  :  N.  N.  E.,  N.  N.  E.,  K  ;  first  and  middle  parts,  a  light  air ;  ends  with  gentle  breezes  ;  no  rain. 

March  18.  Lat.  1°  48'  S. ;  long.  28°  45'  W.  Barometer,  29.05  ;  temperature  of  air,  84° ;  of  water, 
82°.     Winds  :  N.,  E.  N.  E.,  S.  E.  by  S. ;  light  breezes,  at  times  nearly  calm ;  some  rain. 

March  19.  Lat.  3°  57'  S. ;  long.  29°  45'  W.  Barometer,  29.05  ;  temperature  of  air,  82°;  of  water, 
82°.  Winds :  S.  E.  by  S.,  S.  E.  by  S.,  S.  E.  by  S. ;  commences  a  light  breeze ;  latter  part,  squalls  of  wind 
and  rain. 

March  20.    Lat.  5°  37'  S.;  long.  30°  40'  W.    Barometer,  29.06;  temperature  of  air,  83° ;  of  water, 


382  THE  WIND  AND  CURRENT  CHARTS. 

82°.     Winds :  S.  E.  by  S.,  S.  E.  by  S.,  S.  E.  by  S. ;  squally  ;  wind  veering  from  S.  S.  E.  and  S.,  to  S.  E. 
by  E. 

Ship  St.  Lawrence  (Robertson),  New  York  to  San  Francisco,  twenty-eight  days  out. 
March  8,  1853.     Lat.  19°  04'  K:  long.  27°  50'  W.     Winds :  N.  E.,  N.  E.,  E.  N.  E. ;  first  part,  fresh 
trades;  middle,  squally;  latter,  more  steady. 

She  goes  the  old  route.  The  New  York  (p.  381),  is  going  along  the  new  route  at  the  same  time  ;  the 
former  crossing  the  parallel  of  19°  N.  the  sixteenth  day ;  the  latter,  the  twenty-eighth ;  and  thence  to  the 
line,  the  passage  is  the  same. 

March  9.  Lat.  16°  00'  N. ;  long.  28°  15'  W.    Winds :  E.  N.  E.,  E.  N.  E.,  N.  E.;  fresh  trades  throughout. 

March  10.  Lat.  13°  21'  N. ;  long.  28°  35'  W.     Wind  :  N.  E. ;  fresh  trades,  with  passing  squalls. 

March  11.  Lat.  10°  40'  N. ;  long.  28°  15'  W.     Wind:  N.  E.;  passing  squalls. 

March  12.  Lat.  7°  28'  N. ;  long.  28°  18'  W.     Wind:  E.  N.  E.,  and  fine. 

March  13.  Lat.  4°  35'  N. ;  long.  28°  00'  W.     Winds :  N.  E.,  N.  E.,  E.  N.  E. ;  fine  breezes. 

March  14.  Lat.  2°  35'  N. ;  long.  27°  52'  W.     Wind :  N.  N.  E.  throughout,  and  fine. 

March  15.  Lat.  1°  20'  N.;  long.  27°  55'  W.  Winds :  N.  N.  B.,  north,  N.  W.  to  S.  W. ;  light  winds, 
with  squalls ;  baffling. 

March  16.  Lat.  00°  03'  N.;  long.  28°  00'  W.  Winds:  N.  N.  E.,  N.  N-  E.,  north;  squally,  baffling, 
and  rainy. 

March  17.  Lat.  00°  42'  S.;  long.  28°  05'  W.     Winds :  N.  E.,  N.  E.,  E.  N.  E. ;  light  and  pleasant. 

March  18.  Lat.  1°  49'  S.;  long.  28°  12'  W.  Winds:  east,  E.  S.  E.,  S.  E.;  light  winds,  have  the  S. 
E.  trades. 

March  19.  Lat.  3°  10'  S. ;  long.  29°  00'  W.    Winds:  S.  E.,  S.  S.  E.,  S.  S.  E.;  light  winds  and  pleasant.' 

March  20.  Lat.  5°  20'  S.;  long.  29°  00'  W.     Wind:  S.  S.  E.;  light  winds,  with  rain  squalls. 

March  21.  Lat.  7°  47'  S.;  long.  29°  40'  W.    Wind:  S.  E.;  throughout  with  squalls  of  rain. 

Ship  Stag-Hound  (C.  P.  W.  Behm),  New  York  to  San  Francisco,  sixteen  days  out. 

March  13,  1853.  Lat.  17°  15'  N.;  long.  34°  2'  W.  Barometer,  30.05 ;  temperature  of  air,  72°;  of 
water,  72°.    Winds:  E.  S.  E.,  S.  E.  by  E.,  E.  S.  E.     Light  trades  and  fine  weather. 

March  14.  Lat.  14°  30'  N.;  long.  33°  23'  W.  Barometer,  30.00;  temperature  of  air,  72°;  of  water, 
73°.    Wind:  E.  S.  E.    Light  trades,  and  fine.  • 

March  15.  Lat.  10°  48'  N.;  long.  31°  58'  W.  Barometer,  30.00;  temperature  of  air,  77° ;  of  water, 
76°     Winds:  E.  S.  E.,  E.  by  S.,  E.  by  S.    Light  trades  and  fine  weather. 

March  16.  Lat.  7°  10'  N.;  long.  30°  47'  W.  Barometer,  29.26;  temperature  of  air,  77°;  of  water, 
78°.    Winds:  E.  by  S.,  E.  S.  E.,  east.     Light  trades.     Ends  with  squally  appearances  in  N.  E. 


ROUTES  TO  RIO,   ETC.  388 

March  17.  Lat.  3°  41'  N. ;  long.  29°  45'  W.  Barometer,  29.95;  temperature  of  air,  79°;  of  water, 
80°.     Winds :  K.  E.,  E.  N.  E.,  E.  N.  E.    Liglit  trades  and  cloudy,  with  light  showers  during  the  night. 

March  18.  Lat.  0°  10'  K;  long.  29°  27'  W.  Barometer,  29.90;  temperature  of  air,  79°;  of  water, 
80°.  Winds :  E.  N.  E.,  E.  N.  E.,  E.  S.  E.  Ends  with  fine  breeze  from  southward  and  eastward,  and 
clearing  up.    Perhaps  we  shall  have  no  doldrums. 

March  19.  Lat.  2°  24'  S.;  long.  30°  41'  W.  Current,  west,  IJ  knots  per  hour.  Barometer,  29.90; 
temperature  of  air,  82°;  of  water,  82°.    Winds:  east,  variable,  S. E.    Light  airs,  with  occasional  showers. 

March  20.  Lat.  4°  59'  S. ;  long.  32°  08'  W.  Current,  S.  80  W.,  1  knot.  Barometer,  29.95;  tempera- 
ture of  air,  78°;  of  water,  82°.     Winds:  S.E.     Thunder  squalls. 

March  21.  Lat.  7°  17'  S. ;  long.  33°  15'  W.  Current,  N.  by  W.,  J  knot.  Barometer,  29.95 ;  tempera- 
ture of  air,  78°  ;  of  water,  82°.  Winds :  S.  E.,  S.  E.  by  S.,  S.  E.  by  S.  Light  breeze  and  squally,  at  times 
almost  calm,  but  little  rain. 

SJiip  Hamplon,  New  York  to  San  Francisco,  twenty-three  days  out. 

March  14.  Lat.  19°  46'  K ;  long.  33°  47'  W.  Barometer,  30.05 ;  temperature  of  air,  74°  ;  of  water, 
76°.     Winds:  E.,  E.,  E.     Steady  breezes  and  fine  weather. 

March  15.  Lat.  17°  37'  K;  long.  32°  12'  W.  Barometer,  30.05;  temperature  of  air,  75°  ;  of  water, 
76°.     Winds:  E.,E.,  and  E.  by  N.    Steady  breezes  and  fine  weather. 

March  16.  Lat.  15°  25'  JST.;  long.  31°  06'  W.  Barometer,  30.05 ;  temperature  of  air,  75°  ;  of  water, 
76°.     Winds :  E.  by  N.,  E.,  and  E.  by  N".     Steady  breezes  and  fine  weather. 

March  17.  Lat.  12°  44'  K ;  long.  29°  56'  W.  Barometer,  30.05 ;  temperature  of  air,  74°  ;  of  water, 
76°.     Wind :  E.  by  N.  throughout.    Steady  breezes  and  fine  weather. 

March  18.  Lat.  10°  09'  K;  long.  29°  20'  W.  Barometer,  30.00;  temperature  of  air,  75°;  of  water, 
77°.     Winds:  E.N.  E.,  E.  by  N.,  E.N.E.     Pleasant  weather ;  strong  upper  current  from  S.  E. 

March  19.  Lat.  7°  36'  N.;  long.  29°  05'  W.  Barometer,  30.00;  temperature  of  air,  76°;  of  water, 
78°.     Winds :  E.  N.  E.,  E.  by  N.,  and  N.  E,     Steady  trades. 

March  20.  Lat.  4°  36'  N.;  long.  29°  00'  W.  Barometer,  30.00;  temperature  of  air,  76°;  of  water, 
78°.     Wind :  N.  E.  throughout ;  fine  steady  breezes  from  the  N.  E. 

March.  21.  Lat.  1°  39'  N. ;  long.  29°  15'  W.  Barometer,  30.00 ;  temperature  of  air,  80° ;  of  water, 
83°.     Wind :  N.  E.  throughout.     Steady  winds. 

March  22.  Lat.  0°  09'  S.;  long.  29°  20'  AV.  Barometer,  30.00;  temperature  of  air,  82°;  of  water, 
82°.     Winds :  E.,  S.  E.,  S.  E.     Light  breezes  and  pleasant. 

Here,  again,  is  an  illustration  of  going  farther  east  than  is  necessary.  Compare  the  Hampton's  track 
with  that  of  the  Stag-Hound  (p.  382),  about  2°  to  the  west  of  her,  upon  the  parallel  of  20°  N.  No  com- 
ment is  required. 

Never,  from  the  United  States,  care  to  cross  the  parallel  of  20°  N.,  east  of  35°.    If  you  are 


384  THE  WIND  AND  CURUENT  CHARTS. 

forced  there  by  adverse  winds,  it  is  another  thing.  But  attention  to  these  tracks— and  they  are  taken  at 
random — will  show  that,  in  the  winter  and  spring  especially,  vessels  not  only  have  quite  as  quick  a  run, 
20°  to  the  line,  when  they  cross  that  parallel  west  of  35°,  as  they  do  when  they  cross  it  to  the  east  of  that 
meridian ;  but  what  is  more,  they  have  often  a  week  or  ten  days  less  to  that  crossing  from  the  United  States. 
As  an  example,  see  Eoscoe's  track  (p.  385  ;  she  had  27  days  from  New  York  to  the  parallel  of  20°  east  of  35°. 

March.  23.  Lat.  00°  23'  S. ;  long.  29°  43'  W.  Barometer,  30.00 ;  temperature  of  air,  84° ;  of  water, 
83°.     Winds:  N.  E.,  E.  S.  E.,  and  E. ;  moderate  breezes,  inclining  to  the  south. 

March  24.  Lat.  1°  12'  S.;  long.  29°  46'  W.  Barometer,  30.00;  temperature  of  air,  85°;  of  water, 
83°.     Winds :  S.  S.  E.,  S.  S.  E.,  and  N.  E. ;  light  and  fine  weather. 

March  25.  Lat.  2°  34'  S.;  long.  29°  53'  W.  Barometer,  30.20  ;  temperature  of  air,  85°  ;  of  water, 
83°.     Winds:  S.  E.  by  S.,  S.  S.  E.,  and  S.  S.  E.;  light  baffling  winds,  and  hazy  swell  from  the  southward. 

March  26.  Lat.  4°  39'  S. ;  long.  30°  30'  W.  Barometer,  30.02  ;  temperature  of  air,  85° ;  of  water, 
83°.     Wind :  S.  S.  E.  throughout ;  light  breezes  and  clear  weather. 

March  27.  Lat.  6°  25'  S.;  long.  31°  37'  W.  Barometer,  30.05;  temperature  of  air,  87°;  of  water, 
83°.     Wind :  S.  S.  E.,  S.  E.  by  S.,  S.  E.  by  S. ;  light  steady  breezes  and  cloudy. 

March  28.  Lat.  8°  14'  S. ;  long.  32°  15'  W.  Barometer,  30.15 ;  temperature  of  air,  88°  ;  of  water, 
83°.     Winds :  S.  E.  by  S.,  S.  E.,  S.  E. ;  cloudy  with  light  showers. 

English  barque  Emir,  Gloucester  (Eng.)  to  Calcutta,  sailed  February  26,  1849. 

March  21,  1849.  Lat.  6°  4'  N. ;  long.  22°  1'  W.  Winds  :  E.,  E.  S.  E.,  E.  Moderate  winds  and  fine 
weather.     All  possible  sail  set. 

March  22.     Lat.  4°  29'  N. ;  long.  22°  1'  W.     Wind  :  E.     Steady  winds  and  fine  weather. 

March  23.     Lat.  3°  17'  N. ;  long.  20°  54'  W.     Winds :  E.,  E.  N.  E.,  E.     Light  winds  and  cloudy. 

March  24.    Lat.  2°  9'  N. ;  long.  20°  12'  W.     Variable  winds ;  light  airs,  and  at  times  calm. 

March  25.  Lat.  1°  58'  N. ;  long.  20°  39.  W.  Variable  winds  ;  first  part,  light  airs;  latter  part,  squally,' 
with  heavy  rain. 

March  26.  Lat.  1°  21'  N.;  long.  20°  34'  W.  Winds:  S.  to  S.  E.,  and  S.  W.;  light,  foul  airs,  and 
calm  at  times. 

March  27.     Lat.  1°  33'  N. ;  long.  20°  10'  W.     Variable  winds.     Calms  and  light  variable  airs. 

March  28.  Lat.  1°  11' K;  long.  20°  38'  W.  Wind:  variable,  and  S.  E.  ;  first  part,  light;  latter, 
moderate  breeze. 

March  29.    Lat.  1°  34'  N. ;  long.  20°  51'  W.     Winds :  calm,  calm,  S.  E. 

March  30.     Lat.  38'  S. ;  long.  21°  11'  W.     Wind :  S.  E.     Got  the  S.  E.  trades  moderate  and  fine. 

March  31.     Lat.  1°  47'  S. ;  long.  21°  11'  W.     Wind  :  S.  E. ;  light  trade- wind  and  fine  weather. 

I  have  quoted  this  very  well  kept  English  log,  to  illustrate  the  difficulties  of  crossing  the  doldrums 
far  to  the  eastward. 


ROUTES  TO  BIO,  ETC.  386 

When  vessels  do  fall  to  leeward  of  St.  Roque,  as,  by  attempting  to  shave  the  new  route  too  close,  they 
now  and  then  do,  it  is  very  seldom  that  they  are  a  week  in  making  3^°  of  latitude,  as  the  Emir  was,  in 
getting  through  these  doldrums  from  2°  N.  to  1°  47'  S. 

Ship  Roscoe  (Thomas  Smith),  New  York  to  San  Francisco,  twenty-seven  days  out. 

March  24,  1853.  Lat.  21°  31'  N. ;  long.  32°  08'  W.  Current  E.  by  S.,  one  knot  per  hour.  Variable, 
16°  W.  Barometer,  30.11 ;  temperature  of  air,  74° ;  of  water,  73°.  Winds :  W.  S.  W.,  K  W.,  N. ;  first 
part,  light  airs ;  middle  and  latter  parts,  good  breezes. 

March  25.  Lat.  19°  17'  K;  long.  32°  W.  Barometer,  30.05  ;  temperature  of  air,  75°  ;  of  water,  73°. 
Winds :  N.,  N.,  N.  N.  E. ;  pleasant  breezes  throughout. 

March  26.  Lat.  16°  27'  N. ;  long.  31°  24'  W.  Barometer,  30.06 ;  temperature  of  air,  75° ;  of  water, 
74°.    Winds :  N".  N".  E.,  E.  by  N.,  E.  by  N. ;  fresh  breezes  throughout ;  squally  during  the  middle  part. 

March  27.  Lat.  13°  10'  N.;  long.  30°  41'  W.  Barometer,  30.5;  temperature  of  air,  75°;  of  water, 
74°.  Winds :  E.  by  N".,  E.  by  N.,  E.  N.  E. ;  fresh  breezes ;  middle  part,  squally ;  latter  part,  blowing  strong 
trade ;  saw  a  tide  rip  this  day. 

March  28.  Lat.  9°  54'  N. ;  long.  30°  00'  W.  Barometer,  30.5 ;  temperature  of  air,  78°  ;  of  water,  77°. 
Winds :  E.  N.  E.,  E.  N.  E.,  northward ;  first  part,  fresh  breezes ;  middle,  same ;  latter  part,  pleasant. 

March  29.  Lat.  6°  46'  N. ;  long.  29°  00'  W.  Barometer,  29.98 ;  temperature  of  air,  79° ;  of  water, 
79°.     Winds :  northward,  E.  N.  E.,  E.  N.  E. ;  throughout  the  day,  fresh  breezes  and  pleasant. 

March  30.  Lat.  3°  40'  N. ;  long.  28°  20'  W.  Barometer,  29.94 ;  temperature  of  air,  83° ;  of  water, 
80°.  Winds :  E.  N.  E.,  E.  N".  E.,  E.  N.  E. ;  fresh  breezes  and  squally  ;  looks  very  much  like  rain,  we  have 
had  none  as  yet ;  air  very  close. 

March  31.  Lat.  1°  00'  N.;  long.  28°  00'  W.  Barometer,  29.90;  temperature  of  air,  85°;  of  water, 
82°.  Winds :  E.  N.  E.,  E.  N.  E.,  baffling,  east ;  first  part,  fresh  breezes ;  middle,  squally ;  at  8  h.  30  m.  A.  M., 
had  a  heavy  squall  of  wind  and  rain  from  the  S.  S.  E. ;  latter  part,  light  baffling  airs  from  E.  to  N.  E. ;  saw 
a  great  many  porpoises  this  day. 

April  1.  Lat.  0°  44'  S. ;  long.  28°  00'  W.  Current,  half  knot  per  hour,  westerly.  Barometer,  30.00 ; 
temperature  of  air,  85°  ;  of  water,  80°.  Winds :  E.  to  E.  S.  E.,  E.,  E.  S.  E. ;  first  part,  light  breezes.  At 
10  A.  M.  a  heavy  squall,  accompanied  with  rain  from  the  south ;  latter  part,  light  airs.  We  crossed  the 
equator  about  midnight,  in  about  27°  38'  W.  My  intention  was  to  have  crossed  it  in  30°  00'  W.,  in  the 
fore  part  of  my  voyage,  had  I  not  had  to  run  so  far  to  the  eastward  on  the  28th  and  29th,  on  account  of 
winds.  [I  do  not  understand  why  the  Eoscoe  had  to  run  so  far  to  the  east  there.  She  had  the  wind  north 
of  west,  the  28th,  to  make  a  course,  good  to  the  line,  of  about  S.  by  E.,  not  more.]  When  the  wind  let  me 
come  on  the  other  tack,  I  could  make  little  easting  every  day  without  taking  off  much  of  my  latitude.  We 
crossed  the  equator  without  any  calm,  and  did  not  go  less  than  four  and  a  half  to  five  miles  per  hour  all 
the  way  through. 
49 


386  THE  WIND  AND  CUREENT  CHARTS. 

April  2.  Lat.  3°  04'  S. ;  long.  29°  10'  W.  Barometer,  30.00 ;  temperature  of  air,  84° ;  of  water,  80°. 
Winds :  S.  E.  by  S.,  S.  E.  by  S.,  S.  E.  by  S. ;  fresh  breezes  for  tbe  twenty -four  hours. 

April  3.  Lat.  5°  41'  S.;  long.  31°  30'  W.  Seventeen  miles  current  in  twenty-four  hours,  setting 
S.  W.  ^  S.  Barometer,  29.90 ;  temperature  of  air,  83°  ;  of  water,  81°,  "Winds :  S.  E.  by  S.,  S.  S.  E.,  S.  S.  E. ; 
first  part,  fresh  breezes ;  middle  and  latter  parts,  baffling  and  fresh  breezes  at  noon,  barometer  falling.  I 
should  think  there  was  going  to  be  a  gale  of  wind ;  vessel  leads  off  from  S.  S.  W.  to  W.;  almost  calm,  and 
then  gusts  of  wind. 

Ship  Surprise  (Charles  A.  Eanlett),  New  York  to  San  Francisco,  twelve  days  out. 

March  25,  1853.  Lat.  21°  49'  K;  long.  41°  59'  W.  Barometer,  30.50;  temperature  of  air,  76° ;  of 
water,  76°.     Winds :  calm,  S.  E.,  E.  S.  E.     Middle  and  latter  parts,  light  airs. 

March  26.  Lat.  18°  58'  K;  long.  41°  48'  W.  Current,  four-tenths  of  a  knot  per  hour,  westerly. 
Barometer,  30.00 ;  temperature  of  air,  76°  ;  of  water,  76°.  Winds :  S.  E.,  E.  S.  E.,  S.  E.  First  part,  a 
light  breeze,  some  squalls;  not  very  strong  during  the  day. 

March  27.  Lat.  15°  34'  N.;  long.  40°  27' W.  Westerly  current,  one  knot  per  hour.  Barometer, 
30.00;  temperature  of  air,  79°;  of  water,  77°.  Winds:  E.  S.  E.,  east,  east.  First  part,  good  fresh  breeze; 
stronger  during  the  middle  and  latter  parts;  trades,  I  think.  The  barometer  keeps  up  rather  high  for  these 
latitudes. 

March  28.  Lat.  12°  35'  jST.  ;  long.  38°  48'  W.  Current,  S.  W.,  one  knot  per  hour.  Barometer,  29.98 ; 
temperature  of  air,  79°;  of  water,  79°.  Winds:  east,  E.  by  N.,  east.  Fresh  breezes  and  cloudy.  I  am 
afraid  I  shall  be  too  far  to  the  westward  when  I  cross  the  line,  but  am  determined  to  trust  to  Providence 
and  Lieut.  Maury's  Charts. 

March  29.  Lat.  10°  00'  K;  long.  36°  22'  W.  No  current.  Barometer,  29.08;  temperature  of  air, 
79°;  of  water,  79°.     Winds :  east,  E.  by  N.,  east.     Good  fresh  breezes  throughout. 

March  30.  Lat.  7°  23'  N. ;  long.  33°  59'  W.  Slight  easterly  current.  Barometer,  29.90 ;  temperature 
of  air,  82° ;  of  water,  80°.  Winds:  E.  by  N.  throughout.  Cloudy  and  dusky  weather.  The  ship  lags  along 
S.  E.  by  S.,  and  I  am  obliged  to  take  all  advantages ;  am  fearful  that  I  shall  be  jammed  close  by,  if  not  to 
leeward  of  Cape  St.  Eoque.     Latter  part,  good  fresh  trades  E.  by  N. 

March  31.  Lat.  4°  44'  N.;  long.  31°  32'  W.  Barometer,  29.88;  temperature  of  air,  82° ;  of  water, 
80°.  Winds :  E.  N.  E.,  E.  by  N.,  E.  by  N.  Clear  weather  and  fresh  breezes ;  am  getting  to  the  eastward 
finely. 

April  1.  Lat.  1°  57'  N. ;  long.  29°  46'  W.  Barometer,  29.80 ;  temperature  of  air,  83° ;  of  water,  81°. 
Winds :  east,  E.  N.  E.,  E.  N.  E.  Moderate  breezes  and  fine  weather.  Set  larboard  studding  sails,  having 
now  no  fear  of  Cape  St.  Eoque ;  light  squalls  during  the  night. 

April  2.  Lat.  0°  39'  S. ;  long.  30°  32'  W.  Current,  one  knot  per  hour,  westerly.  Barometer,  29.80; 
temperature  of  air,  84° ;  of  water,  81°.  Winds  :  S.  E.,  S.  S.  E.,  S.  E.  Barometer,  29.80  ;  temperature  of 
air,  84°  ;  of  water,  81°.    Winds :  S.  E.,  S.  S.  E.,  S.  E.     The  wind  changed  in  a  squall  at  noon,  but  continu- 


887 

ing  with  as  much  force.    Passage  from  Sandy  Hook  to  the  line,  19  days,  18  hours.    The  barometer  rises 
and  falls  regularly  as  the  tides. 

I  should  be  glad  if  all  would  observe  the  barometer  as  closely.  This  phenomenon  shows  the  import- 
ance of  accurate  barometers;  I  mean  barometers  which  we  may  make  accurate  by  knowing  their  errors. 
This  barometer  has  its  errors — all  have.  What,  therefore,  can  we  learn  about  this  highly  interesting  phe- 
nomenon from  such  an  instrument,  except  that  it  occurs? 

April  3.  Lat.  3°  51'  S. ;  long.  32°  50'  W.  Current,  two  and  a  half  miles  per  hour,  westward.  Baro- 
meter, 29.88 ;  temperature  of  air,  85° ;  of  water,  83°.  Winds :  S.  S.  E.,  S.  E.,  S.  S.  E.  to  S.  E.  At  9  A.  M. 
the  Island  of  Fernando  de  Noronha  bore  S.  by  E.,  distance  25  miles ;  working  the  ship  to  the  east- 
ward. 

April  4.  Lat.  5°  34'  S. ;  long.  33°  48'  W.  Barometer,  29.90 ;  temperature  of  air,  85° ;  of  water,  83°. 
Winds :  S.  E.  by  S.,  S.  E.,  S.  E. ;  light  winds  and  variable.  Tacked  several  times  to  gain  a  little  more 
easting. 

April  5.  Lat.  7°  43'  S. ;  long.  33°  54'  W.  Barometer,  29.90 ;  temperature  of  air,  84°  ;  of  water,  83°. 
Winds :  S.  E.,  E.  S.  E.,  S.  E.  by  S. ;  variable  winds,  and  squally.  Tacked  several  times  to  keep  to  the 
eastward. 

Barque  Rosario  (Caleb  Sprague),  New  York  to  Valparaiso,  twenty  days  out. 

March  26,  1853.  Lat.  20°  35'  N.;  long.  27°  10'  W.;  variation,  18°  20'  W.  Barometer,  30.12  ;  tem- 
perature of  air,  73° ;  of  water,  72°.  Winds  :  N.  N.  E.,  N.  by  E.,  and  N".  E.  by  N. ;  light  airs  and  pleasant 
weather ;  a  swell  from  the  N.  W. 

March  27.  Lat.  17°  57'  N. ;  long.  27°  10'  W.  Barometer,  30.14 ;  temperature  of  air,  72° ;  of  water, 
72°.    Winds :  N.  E.  by  N.,  N.  E.,  and  E.  N".  E. ;  light  airs  throughout. 

March  28.  Lat.  14°  49'  K ;  long.  27°  10'  W.  Barometer,  30.10  ;  temperature  of  air,  71° ;  of  water, 
72°.  Winds :  E.  N.  E.,  N.  E.,  and  E.  "N.  E. ;  first  part,  light  airs ;  middle  and  latter  part,  fresh  breezes,  and 
passing  rain  squalls. 

March  29.  Lat.  11°  25'  N.;  long.  26°  41'  W.  Current,  W.,  12  miles.  Barometer,  30.08;  tempera- 
ture of  air,  74°;  of  water,  75°.  Winds:  E.  N.  E.,  N.  E.,  and  N.  E. ;  first  part,  moderate  breeze.  At  2  P.  M. 
passed  through  a  strong  tide  rip ;  temperature  of  the  air  at  the  same  time  was  72°  ;  of  water,  74° ;  middle 
part,  moderate ;  from  9  A.  M.  until  noon,  strong  tide  rips,  but  no  change  in  the  water. 

March  30.  Lat.  8°  23'  N.;  long.  36°  14'  W.  Current,  N.  15°  W.,  18  miles;  variation,  15°  W. 
Barometer,  30.02 ;  temperature  of  air,  74° ;  of  water,  77°.  Winds :  N.  E.,  E.  N.  E.,  and  E.  N.  E. ;  moderate 
breezes ;  occasional  tide  rips. 

March  31.  Lat.  5°  50' N.;  long.  26°  01' W.  Current,  N.  30°  W.,  18  miles.  Barometer,  30.01; 
temperature  of  air,  78° ;  of  water,  79°.     Winds :  E.  N.  E.,  and  N.  E. ;  light  breezes,  and  strong  tide  rips. 


38S  THE  WIND  AND  CUKBENT  CHARTS. 

April  1.  Lat.  3°  22'  K;  long.  25°  49'  W.  Current,  W.,  12  miles;  variation,  13°  W.  Barometer, 
30.01;  temperature  of  air,  79°;  of  water,  80°.  Winds:  E.  N.  E.,  and  N.  E.;  light  airs  throughout.  I 
remark  here,  that  it  was  my  intention,  when  I  sailed  from  New  York,  to  have  followed  the  track  projected 
on  Lieut.  Maury's  Chart,  and  to  cross  the  equator  further  to  the  westward,  but  the  winds  have  been  mostly 
from  the  south,  which  has  forced  me  to  go  further  to  the  eastward  than  I  intended.  [From  27°  12'  N.,  this 
ship  had  N.  E.  winds  to  the  equator,  by  her  abstract.] 

April  2.  Lat.  2°  01'  K;  long.  26°  24'.  Current,  N.  51°  "W.,  20  miles.  Barometer,  29.96;  tempera- 
ture of  air,  79° ;  of  water,  81°.  Winds :  E.  N.  E.,  S.  E.,  and  S.  E.  by  E. ;  first  part,  light  air ;  middle  part, 
squally,  with  rain,  with  sharp  lightning ;  latter  part,  moderate.  Passed  through  quantities  of  phosphoric 
substance ;  strong  tide  rips. 

April  3.  Lat.  11'  S. ;  long.  27°  16'  W.  Current,  K  25°  W.,  15  miles.  Variation,  10°  W.  Barometer, 
29.95 ;  temperature  of  air,  80°  ;  of  water,  81°.  Winds :  S.  E.,  S.  E.,  and  S.  E.  by  S.  First  part,  moderate 
breeze  and  light  rain  squall  all  night ;  water  very  phosphorescent ;  latter  part,  pleasant. 

April  4.  Lat.  1°  32'  S.;  long.  25°  31'  W.  Current,  W.,  18  miles.  Variation,  8°  W.  Barometer, 
29.95  ;  temperature  of  air,  82°  ;  of  water,  82°.  Winds :  S.  by  E.,  S.  by  E.,  and  S.  S.  E.  Light  airs  and 
squalls  throughout.  At  6  P.  M.,  a  water-spout  crossed  the  bows  a  quarter  of  a  mile  distant.  No  change 
in  the  barometer. 

April  5.  Lat.  3°  30'  S. ;  long.  29°  53'  W.  Current,  W.,  22  miles.  Barometer,  30.01 ;  temperature  of 
air,  82°  ;  of  water,  82°.  Winds :  S.  S.  E.,  S.  E.,  and  S.  E.  by  S.  First  part,  light  breezes  and  squally.  At 
2  P.  M.,  showed  our  flag  to  an  American  sloop-of-war  bound  south.  I  find  that  we  can  sail  faster  than  she. 
Latter  part,  fresh  breeze. 

April  6.  Lat.  6°  23'  S. ;  long.  31°  V  W.  Current,  S.  45°  W.,  14  miles.  Barometer,  30;  temperature 
of  air,  81° ;  of  water,  82°.     Winds :  S.  E.  by  S.,  S.  E^  and  S.  E.  by  S.     Moderate  trades  and  fine  weather. 


KOUTES  TO   RIO,   ETC. 


389 


Route  to  Rio, 

efc.— April. 

DISTANCES. 

WINDS;  PER  CENT. 

Longitude. 

Course. 

Total  No. 

Latitude. 

True. 

Per  cent. 

Average. 

Jlead.  ' 

SLANTS  FKOM 

Fair. 

Calros. 

observa- 
tions. 

♦ 

N.  &E. 

s.  &  w. 

From  Sandy 

Hook  to  ■ 

39°  10' N. 

70° 

00' 

E.S.E. 

200 

10.7 

221 

3.6 

wll.l 

5.3 

80.0 

4.0 

523 

39     10 

65 

00 

E. 

233 

9.8 

256 

3.7 

w    9.3 

6.2 

80.8 

4.5 

320 

87     33 

60 

00 

E.S.E. 

254 

6.2 

274 

2.0 

w    6.6 

4.0 

87.4 

3.2 

151 

35     54 

55 

00 

E.S.E. 

260 

5.4 

276 

0.7 

8.0 

8.8 

82.5 

4.9 

136 

35    54 

50 

00 

E. 

243 

6.1 

258 

0.0 

m;12.2 

7.2 

81.6 

8.1 

125 

35     54 

45 

00 

E. 

243 

5.8 

257 

0.0 

m;12.3 

3.7 

84.0 

5.8 

81 

35     00 

42 

21 

E.S.E. 

141 

7.7 

152 

1.5 

6.2 

10  10.8 

81.5 

0.0 

65 

30     00 

40 

00 

E.S.E. 

312 

17.4 

366 

6.3 

6.2 

w;32.5 

55.0 

1.0 

95 

25     00 

37 

40 

S.S.E. 

325 

13.8 

369 

3.0 

17.0 

wl9.0 

61.0 

3.0 

97 

20    00 

35 

26 

S.S.E. 

325 

2.6 

333 

0.0 

5.4 

10    7.2 

87.4 

5.1 

56 

15    00 

33 

16 

S.S.E. 

325 

2.0 

331 

2.0 

0.0 

0.0 

98.0 

0.0 

49 

10    00 

31 

09 

S.S.E. 

325 

0.0 

325 

0.0 

0.0 

0.0 

100.0 

4.4 

43 

5     00 

29 

04 

S.S.E. 

325 

0.6 

327 

0.0 

1.7 

0.0 

98.3 

0.0 

59 

Equator 

29 

04 

s. 

300 

2.1 

306 

0.0 

ta    5.9 

1.3 

92.8 

6.8 

152 

3811 

4051 

1     00  S. 

29 

29 

S.S.W. 

65 

4.4 

68 

0.0 

wn.7 

0.9 

81.4 

5.5 

344 

1     31 

30 

00 

s.w. 

44 

3.3 

45 

0.0 

wl6.7 

0.0 

88.3 

0.0 

12 

2     31 

31 

00 

s.w. 

85 

2.4 

87 

0.0 

w    8.4 

0.0 

91.6 

0.0 

12 

3     00 

31 

12 

s.s.w. 

31 

2.4 

32 

0.0 

w;12.0 

0.0 

88.0 

15.0 

17 

5     00 

32 

02 

s.s.w. 

130 

4.0 

135 

0.0 

«;20.0 

0.0 

80.0 

12.5 

15 

7     19 

33 

00 

s.s.w. 

150 

2.7 

154 

0.0 

«;13.3 

0.0 

86.7 

0.0 

15 

9     00 

33 

42 

s.s.w. 

109 

3.2 

112 

0.0 

m;10.8 

0.0 

89.2 

0.0 

55 

Observe  that,  between  the  meridians  of  55°  and  60°,  the  calnns  of  the  Horse  Latitudes  most  prevail 
between  the  parallels  of  21°  and  27°  N.;  and  between  the  parallels  of  28°  and  82°,  between  the  meridians 
40°  and  45°. 


Ship  Seaman's  Bride,  New  York  to  San  Francisco,  sixteen  days  out. 

April  5,  1853.  Lat.  20°  52'  N. ;  long.  36°  54'  W.  Barometer,  29.95;  temperature  of  air,  75°;  of 
water,  73°.  Winds:  S.  E.  by  E.,  E.  S.  E.,  E.  byN.  First  and  middle  parts,  a  light  air;  latter,  a  moderate 
breeze,  with  fine  weather. 

April  6.  Lat.  17°  32'  N.;  long.  35°  28'  W.  Barometer,  29.95;  temperature  of  air,  76°;  of  water, 
75°.  Winds:  E.  N.  E.,  E.  N,  E.,  N.  E.  by  E.  First  part,  a  moderate  breeze;  middle  and  latter  parts, 
fresh  breezes. 

April  7.  Lat.  13°  40'  K;  long.  33°  55'  W.  Barometer,  29.80;  temperature  of  air,  75° ;  of  water, 
75°.  Winds:  E.  K  E.,  N.  E.  by  E.,  E.  First  and  middle  parts,  a  fresh  breeze,  and  clear;  latter,  a  fresh 
breeze,  and  cloudy. 


890  THE  WIND  AND  CURRENT  CHARTS. 

April  8.  Lat.  10°  2'  N. ;  long.  32°  10'  AV.  Barometer,  29.75;  temperature  of  air,  77°  ;  of  water, 
77]° ;  of  water,  15  feet  below  surface,  76°.     "Winds  :  E.,  E.,  E.  by  N.     A  fresh  breeze  and  cloudy. 

April  9.  Lat.  6°  43'  N. ;  long.  30°  27'  W.  Barometer,  29.65 ;  temperature  of  air,  79°  ;  of  water, 
79°.     Winds :  E.,  E.  by  K,  E.  N.  E.    A  fresh  breeze  and  cloudy. 

April  10.  Lat.  3°  34'  N. ;  long.  28°  59'  W.  Barometer,  29.60,;  temperature  of  air,  81°  ;  of  water, 
81°.  "Winds :  E.  by  N.,  E.  by  N.,  E.  by  N.  A  moderate  breeze  and  cloudy.  Lightning  in  the  south 
during  the  night.     Some  tide  rips. 

April  11.  Lat.  14'  K;  long.  28°  56'  W.  Barometer,  29.70;  temperature  of  air,  83°;  of  water,  82°. 
"Winds:  E.,  E.,  E.  S.  E.  First  part,  moderate,  with  fresh  squalls  of  wind  and  rain  ;  middle  and  latter  parts, 
moderate  and  clear. 

April  12.  Lat.  2°  42'  S. ;  long.  29°  50'  W.  Current,  E.  S.  E.,  18  miles.  Barometer,  29.65  ;  tempera- 
ture of  air,  84° ;  of  water,  82° ;  of  water  below  surface,  81°.  "Winds :  S.  S.  E.,  S.  E.  by  S.,  S.  E.  by  S.  First 
part,  a  light  breeze,  with  frequent  and  fresh  squalls  of  wind  and  rain.  At  3  P.  M.  crossed  the  equator,  in 
about  29°  5'  W.     Middle,  a  light  breeze,  and  clear  ;  latter,  fresh  trades,  and  pleasant. 

April  13.  Lat.  6°  3'  S. ;  long.  30°  44'  W.  Current,  E.  S.  E.,  15  miles.  Barometer,  29.65;  tempera- 
ture of  air,  84°;  of  water,  83°.     "Winds:  S.  E.,-S.  E.,  S.  E.  by  S.     A  moderate  breeze,  and  pleasant. 

Ship  Laniao  (Geo.  H.  Bradbury),  New  York  to  San  Francisco,  sixteen  days  out. 

April  6,  1853.  Lat.  20°  5'  N. ;  long.  39°  "W.  Barometer,  80.30 ;  temperature  of  air,  74°  ;  of  water, 
73°.  "Winds:  N.  by  E.,  N.  E.,  N.  E.  Fresh  breezes  and  squally,  first  part;  ends  fresh  breezes  and  fine 
weather. 

April  7.  Lat.  16°  40'  N.;  long.  37°  5'  W.  Barometer,  30.20;  temperature  of  air,  75°;  of  water,  74°. 
"Winds  :  E.  N.  E.,  E.  K  E.,  E.  N.  E.     Strong  breezes  and  flawy.     Cloudy  at  times. 

April  8.  Lat.  13°  50'  N.;  long.  35°  55'  W.  Barometer,  30.20.  Winds:  E.  by  N.  to  N.  E.  by  E., 
E.  by  K  to  N.  E.  by  E.,  E.  by  K  to  N.  E.  by  E.  First  part,  moderate ;  latter,  fresh  and  fine.  Overcast  at 
times. 

April  9.  Lat.  11°  5'  K;  long.  38°  50'  W.  Barometer,  30.10.  Winds :  E.  N.  E.  to  N.  E.  by  E.,  E. ' 
N.  E.  to  N.  E.  by  E.,  E.  N.  E.  to  N.  E.  by  E.     Fresh  and  fine.     Wind  unsteady,  both  in  force  and  direction. 

April  10.  Lat.  8°  20'  N.;  long.  31°  50'  W.  Barometer,  30.5;  temperature  of  air,  78°.  Winds:  E. 
by  N.  to  N.  E.  by  E.,  E.  by  N.  to  K  E.  by  E.,  E.  by  N.  to  N".  E.  by  E.    Fresh  and  fine.    Tide  rips. 

April  11.  Lat.  5°  25' K;  long.  80°  20'  W.  Barometer,  29.98;  temperature  of  air,  81°.  Winds: 
E.  to  E.  N.  E.,  E.  to  E.  N.  E.,  E.  to  E.  N.  E.  Fresh  and  cloudy.  Swell  from  the  S.  S.  E.  Upper  strata  of 
clouds  from  S.  E.     Tide  rips. 

April  12.  Lat.  2°  5'  K;  long.  29°  40'  W.  Barometer,  29.90;  temperature  of  air,  82°.  Winds:  E. 
to  N.  N.  E.,  E.  to  N.  ISr.  E.,  E.  to  N.  K  E.  Commences  fresh  and  fine ;  middle,  squally ;  ends  calm,  with 
squally  appearances.     Swell  from  south. 

April  13.     Lat.  1°  N. ;  long.  29°  40'  W.     Barometer,  29.85.     Winds :  S.  S.  E.  to  N.  by  E.,  S.  S.  E.  to 


ROUTES   TO   KIO,   ETC.  391 

N.  by  E.,  S.  S.  E.  to  N.  by  E.  Calms,  squalls,  wind  flying  from  south  to  north  (by  east).  Much  thunder, 
lightning,  and  rain.     Swell  from  southwest. 

April  14.  Lat.  0°  18'  N.;  long.  29°  30'  W.  Barometer,  29.95.  Winds:  N.  E.  to  N.,  E.,  and  calm ; 
E.  by  S.  to  S.  E.  by  E.  First  part,  squally,  with  rain ;  middle,  light  airs,  and  calms ;  at  midnight,  a  puff 
from  S.  E.,  and  veered  to  E.  N.  E.,  and  cleared.    Latter  part,  light  and  fine. 

April  15.  Lat.  0°  55'  S.;  long.  80°  10'  W.  Current,  W.,  8  miles.  Barometer,  29.95;  temperature 
of  air,  84° ;  of  water,  84°.  Winds :  E.  S.  E.  to  S.  E.,  E.  S.  E.  to  S.  E.,  E.  S.  E.  to  S.  E.  Light  airs,  and 
calm  S.  E.  swell ;  indications  of  S.  E.  trades. 

April  16.  Lat.  2°  05'  S.;  long.  31°  20'  W.  Current,  W.,  36  miles.  Barometer,  30.00;  temperature 
of  air,  84°;  of  water,  84°.  Winds:  S.  E.,  calm,  calm,  and  S.  E.  by  S.;  squalls,  calms,  clear,  rainy,  &c. 
Fresh  breezes  from  8  P.  M.  to  midnight;  then  calm  until  10  A.  M.    After  which  fresh  breezes. 

April  17.  Lat.  4°  20'  S.;  long.  32°  20'  W.  Current,  W.  N.  W.,  24  miles.  Barometer,  30.05 ;  tem- 
perature of  air,  83°;  of  water,  83°.  Winds:  S.  E.,  S.  E.,  S.  E.  Moderate  and  fine;  swell  from  south. 
Passed  about  20  miles  to  windward  of  Fernando  de  Noronha. 

April  18.  Lat.  6°  00'  S. ;  long.  32°  35'  W.  Current,  K  W.,  24  miles.  Barometer,  30.10 ;  tempera- 
ture  of  air,  83°;  of  water,  83°.  Winds:  S.  to  S.  E.,  S.  to  S.  E.,  S.  to  S.  E.  First  part,  moderate  and 
fine;  middle,  calm  and  squalls;  latter,  do.  S.  E.  swell.     One  squall  from  N.  E. 

Barh  Parthian  (Smith),  Kichmond,  Virginia,  to  San  Francisco,  15  days  out. 

April  7,  1853.  Lat.  18°  55'  N.;  long.  34°  25'  W.  Barometer,  29.8;  temperature  of  air,  72°;  of 
water,  73°.    Winds :  N.  E.,  N.  E.,  E.  N.  E.    Fresh  trades. 

April  8.  Lat.  15°  55'  N. ;  long.  33°  12'  W.  Barometer,  29.8;  temperature  of  air,  72°;  of  water,  73°. 
Winds :  N.  E.,  E.  K  E.,  E.  K  E.    Fresh  trades. 

April  9.  Lat.  12°  52'  K ;  long.  32°  3'  W.  Barometer,  29.7 ;  temperature  of  air,  73° ;  of  water,  73°. 
Winds:  E.  K  E.,  E.,  E.  N.  E.    Fresh  trades. 

April  10.  Lat.  9°  35'  N.;  long.  30°  58'  W.  Barometer,  29.7 ;  temperature  of  air,  76° ;  of  water,  75°. 
Winds :  E.  N.  E.,  E.,  E.  N.  E.    Fresh  trades. 

April  11.  Lat.  6°  09'  N. ;  long.  29°  50'  W.  Barometer,  29.5 ;  temperature  of  air,  78°  ;  of  water,  78°. 
Wind :  E.    Squally,  and  extremely  sultry. 

April  12.  Lat.  2°  45'  K ;  long.  29°  1'  W.  Barometer,  29.5 ;  temperature  of  air,  81°  ;  of  water,  81°. 
Wind :  E.  N.  E.     Latter  part,  squally. 

April  13.  Lat.  1°  20'  N. ;  long.  28°  57'  W.  Barometer,  29.5  ;  temperature  of  air,  80°;  of  water,  80°. 
Winds:  N".  E.,  E.  S.  E.,  S.  S.  E.  Throughout  light  winds,  with  much  rain.  During  the  night,  thunder 
and  lightning. 

April  14.  Lat.  0°  37'  N. ;  long.  29°  32'  W.  Barometer,  29.6 ;  temperature  of  air,  82° ;  of  water,  80°. 
Winds:  E.,  S.  S.  E.,  E.  S.  E.  First  part,  variable  with  rain.  Eest  of  the  day  fine  weather.  At  8  A.  M. 
St.  Paul's,  E.  N.  E.,  15  miles  distant. 


392  THE  WIND  AND  CURRENT  CHARTS. 

April  15.  Lat.  0°  38'  S. ;  long.  29°  58'  W.  Barometer,  29.7 ;  temperature  of  air,  82°  ;  of  water,  80°. 
Winds :  S.  E.,  S.  S.  E.,  S.  S.  E.     At  8  P.  M.  crossed  the  equator,  in  29°  40'  W.     Fine  weather. 

April  16.  Lat.  2°  19'  S. ;  long.  30°  40'  W.  Barometer,  29.7 ;  temperature  of  air,  82°  ;  of  water,  82°. 
Winds :  S.  E.,  S.  E.,  S.  E. 

April  17.  Lat.  3°  58'  S. ;  long.  31°  48'  W.  Barometer,  29.6 ;  temperature  of  air,  82°  ;  of  water,  82°. 
Current,  W.  N.  W.,  f  knot  per  hour.  Winds :  S.  S.  E.,  S.  E.  by  S.  At  noon,  Fernando  de  Noronha, 
W.  N.  W.,  35  miles  distant. 

April  18.  Lat.  5°  30'  S. ;  long.  32°  50'  W.  Current,  W.  N.  W.,  2  J  knots  per  hour.  Barometer,  29.6  ; 
temperature  of  air,  82°;  of  water,  82°.     Winds:  S.  E.  by  E.,  S.  S.  E.,  calm.     Strong  lee  current. 

Ship  Climax  (Fred.  Howes),  New  York  to  San  Francisco,  eleven  days  out. 

April  8,  1853.  Lat.  18°  22'  N.;  long.  37°  35'  W.  Barometer,  28.00.  Winds:  E.  N.  E.,  E.  N.  E., 
E.  N.  E.;  moderate  trades  with  fine  weather. 

April  9.  Lat.  15°  29'  N. ;  long.  35°  52'  W.  Barometer,  28.00.  Winds :  E.  N.  E.,  E.,  E.;  commences 
strong  breezes ;  middle,  squally ;  latter,  light. 

April  10.  Lat.  12°  48'  N. ;  long.  33°  43'  W.  Barometer,  28.00.  Winds:  E.,  E.  N.  E.,  E.  K  E. ; 
pleasant  trades  and  fine  weather. 

April  11.  Lat.  9°  40'  K;  long.  31°  35'  W.  Barometer,  27{».  Winds:  E.,  E.,  E.  to  K  E.;  fine 
trade  winds;  all  kinds  of  cross-running  seas. 

April  12.  Lat.  6°  16'  N. ;  long.  29°  30'  W.  Barometer,  27  ^%  Winds :  E.,  E.  N.  E.,  E. ;  commences 
fresh  trades  and  fine  weather ;  middle  and  latter  parts,  the  same. 

April  13.  Lat.  3°  00'  K;  long.  28°  20'  W.  Barometer,  27,72.  Winds:  E.,  E.  K  E.,  K  E.;  first 
part,  fine  weather  and  fresh  trades ;  middle,  squally  appearances  all  around ;  heavy  clouds  to  the  south ; 
barometer  low ;  indications  of  a  change  of  wind. 

April  14.  Lat.  2°  40'  N. ;  long.  28°  40'  W.  Barometer,  27/3.  Winds :  calm,  calm,  N.  E.  light;  first 
and  middle  parts,  rainy,  with  thunder  and  lightning ;  latter  part,  light  airs  and  fine  weather.  This  is  the 
first  time  the  ship  has  made  less  than  six  knots  the  hour  since  sailing.  I  hope  we  shall  not  be  long  getting 
through  the  doldrums. 

April  15.  Lat.  1°  37'  N. ;  long.  28°  50'  W.  Barometer,  27,9j.  Winds :  N.  E.,  S.  E.,  S.  E. ;  light  airs 
and  clear ;  very  warm. 

April  16.  Lat.  0°  59'  K;  long.  29°  10'  W.  Barometer,  27  j».  Winds:  S.  E.,  S.  E.,  S.S.E.;  light 
airs  and  fine  weather;  St.  Paul's  in  sight,  bearing  W.  S.  W.,  distant  about  fifteen  miles. 

April  17.    Lat.  0°  06'  S. ;  long.  29°  20'  W.     Barometer, .     Winds :  E.  N.  E.,  S.  E.  by  S.,  S.  E.  by 

S. ;  fine  weather,  with  passing  clouds  and  baffling  flaws  from  E.  N.  E.  to  S.  E.  We  have  at  last  crossed  the 
equator,  in  nineteen  days  and  seventeen  hours,  from  Boston  light-house.     Distance  to  the  line,  3,600  miles. 

April  18.  Lat.  0°  37'  S.;  long.  29°  35'  W.  Ten  miles  westerly  current.  Winds  :  S.  E.,  calm,  S.  E.; 
light  airs  and  calm  during  the  day. 


EOUTKS  TO  KIO,   ETC.  398 

April  19.  Lat.  1°  22'  S. ;  long.  29°  50'  W.  Winds :  calm,  E.  N.  E.,  calm ;  fine  weather  with  baffling 
airs.     When  shall  I  get  out  of  the  doldrums  ?     Current,  W.  N.  W.,  eighteen  miles. 

April  20.  Lat.  8°  02' S. ;  long.  30°  00'  W.  Winds :  S. E.,  E. N.  E.,  calm  ;  first  part,  light  airs;  middle, 
fresh  breezes ;  latter,  calm,  with  heavy  southerly  swell. 

April  21.  Lat.  3°  52'  S. ;  long.  80°  10'  W.  Winds :  calm,  E.  S.  E.,  E.  S.  E. ;  commences  calm ;  middle 
and  latter  parts,  light  airs ;  fine  weather. 

April  22.  Lat.  5°  27'  S. ;  long.  80°  35'  W.  Winds :  E.  S.  E.,  E.  S.  E.,  E.  S.  E. ;  first  part,  light  airs; 
middle,  squally  with  torrents  of  rain :  ends  with  a  steady  breeze. 

Ship  Competitor  (Moses  Hows),  Boston  to  San  Francisco,  twelve  days  out. 

April  8,  1853.  Lat.  20°  15'  N.;  long.  82°  14'  W.  Barometer,  29.95;  temperature  of  air,  74°;  of 
water,  74°.5.    Winds :  N.,  N.,  N.    Light  breezes  and  pleasant  weather. 

April  9.  Lat.  18°  16'  N. ;  long.  32°  07'  W.  Barometer,  29.95  ;  temperature  of  air,  74° ;  of  water, 
73i°.     Wind :  N.  throughout.     Light  airs  and  hot  weather. 

April  10.  Lat.  16°  13'  K. ;  long.  31°  47'  W.  Barometer,  29.95 ;  temperature  of  air,  81° ;  of  water, 
74i°.     Winds :  N.  N.  E.,  N.  E.,  and  E.  by  S.     Light  airs  and  warm  weather. 

April  11.  Lat.  13°  24'  N.;  long.  31°  40'  W.  Barometer,  29.85;  temperature  of  air,  78° ;  of  water, 
73°.     Wind:  E.S.E.  throughout. 

April  12.  Lat.  10°  00'  N.;  long.  30°  00'  W.  Barometer,  29.85;  temperature  of  air,  82°;  of  water, 
77°.     Winds:  E.  by  S.,  E.,  and  E.  by  N.     Light  winds  and  cloudy  ;  under  studding-sails. 

April  13.  Lat.  6°  31'  N.;  long.  28°  20'  W.  Barometer,  29.80;  temperature  of  air,  83°;  of  water, 
79°.     Wind :  E.  throughout.     Light  winds  and  cloudy. 

April  14.  Lat.  4°  09'  N. ;  long.  28°  20'  W.  Barometer,  29.80 ;  temperature  of  air,  91° ;  of  water, 
81°.     Winds:  E.,  E.  N.  E.,  E.  N.  E.     Light  winds  and  cloudy  weather. 

April  15.  Lat.  3°  03'  K;  long.  28°  12'  W.  Barometer,  29.85;  temperature  of  air,  91° ;  of  water, 
81°.     Winds  :  E.  S.  E.,  E.  S.  E.,  and  S.  E.     Light  and  baffling  airs,  with  squally  appearance. 

April  16.  Lat.  2°  17'  N.;  long.  28°  11'  W.  Barometer,  29.85;  temperature  of  air,  98°;  of  water, 
81°.     Winds:  calm,  E.,  and  calm.     Baffling  airs  from  the  eastward,  and  cloudy  weather. 

April  17.  Lat.  1°  35'  K;  long.  28°  10'  W.  Barometer,  29.85 ;  temperature  of  air,  88° ;  of  water, 
83°.     Winds:  calm,  calm,  and  E.  S.  E.     Calms,  and  light  squalls  from  the  eastward. 

April  18.  Lat.  1°  20'  N. ;  long.  28°  44'  W.  Barometer,  29.90.  Current,  S.  30°  W.,  16  miles.  Tem- 
perature of  air,  88° ;  of  water,  81°.     Winds:  S.  by  W.,  S.  S.  W.,  and  S.  S.  W.     Light  airs. 

April  19.  Lat.  0°  57'  N. ;  long.  28°  50'  W.  Barometer,  29.90 ;  temperature  of  air,  85° ;  of  water, 
81°.    Winds:  calm  throughout. 

April  20.    Lat.  0°  10'  N.;  long.  28°  45'  W.     Barometer,  29.93;  temperature  of  air,  85°;  of  water, 
80.°     Winds:  calm,  calm,  and  E.  S.  E.     Light  airs  and  culm,  aiul  cloudy  weather. 
50 


894  THE  WIND  AND  CURBENT  CHART3, 

I  have  quoted  from  the  Competitor's  abstract,  merely  to  illustrate  the  track  of  the  Climax  (p.  892), 
and  to  impress  navigators  with  the  fact  that  nothing  is  to  be  gained  by  crossing  20°  N.  to  the  east  of  35° 
W. ;  but,  on  the  contrary,  there  is  generally  a  loss. 

These  two  vessels  crossed  that  parallel  within  a  day  of  each  other ;  the  Climax,  which  crossed  to  -the 
west  of  that  meridian,  gaining  on  her  competitor  two  days  to  that  parallel,  and  making  another  gain  of 
another  two  days  thence  to  the  line. 

April  21.  Lat.  0°  35'  S. ;  long.  29°  04'  W.  Barometer,  29.90.  Current,  S.  24°,  W.  10  miles.  Tem- 
perature of  air,  88° ;  of  water,  80°.  Winds :  calm  throughout.  Crossed  the  line  at  3  o'clock  P.  M. ; 
during  the  last  week  I  have  not  taken  in  royals,  and  have  made  but  218  miles. 

April  22.  Lat.  1°  48'  S. ;  long.  29°  82'  W.  Barometer,  29.85 ;  temperature  of  air,  84° ;  of  water, 
81°.     Winds:  calm,  calm,  S.  S.  E.;  first  and  middle  part,  calm  ;  latter  part,  light  breezes  and  cloudy. 

April  28.  Lat.  4°  47'  S.;  long.  30°  30'  W.  Barometer,  29.90;  temperature  of  air,  86°;  of  water, 
82°.  Winds :  S.  E.  by  S.,  S.  E.,  and  S.  E.  First  part,  light  breezes  and  passing  clouds ;  middle  and  latter 
part,  fresh  breezes. 

April  24.  Lat.  7°  48'  S. ;  long.  32°  34'  W.  Barometer,  29.90 ;  temperature  of  air,  90°  ;  of  water, 
82°.     Winds :  S.  E.  throughout,  fresh  breezes  and  fine  weather. 

Bark  Tremont  (Joseph  Taylor),  Boston  to  Cape  Town,  eighteen  days  out. 

April  16,  1853.  Lat.  19°  50'  N. ;  long.  35°  22'  W.  Current,  |  knot  per  hour,  S.  S.  W.  Barometer, 
80.00;  temperature  of  air,  72°;  of  water,  72°.  Winds:  E.  by  N.,  E.  by  N.,  E.  by  N.  Moderate  breezes, 
and  clear. 

April  17.  Lat.  17°  81'  N. ;  long.  33°  12'  W.  Current,  |  knot  per  hour,  S.  S.  W.  Barometer,  30.00; 
temperature  of  air,  72°;  of  water,  72°.  Winds:  E.  by  N.,  E.  by  N.,  E.  by  N.  Fair  weather,  and 
moderate. 

April  18.  Lat.  15°  03'  K;  long.  81°  44'  W.  Current,  1  knot  per  hour,  W.  Barometer,  29.16; 
temperature  of  air,  73°;  of  water,  74°.  Winds:  E. K  E.,  E.  by  N.,  E.  by  N. ;  fair  and  moderate;  some 
tide  rips. 

April  19.  Lat.  12°  15'  K;  long.  30°  22'  W.  Current,  f  knot  per  hour,  W.  Barometer,  29.15; 
temperature  of  air,  74° ;  of  water,  74°.  Winds :  E.  by  N.,  E.  by  N.,  E.  by  N.;  squally,  with  some  rain  and 
tide  rips. 

April  20.  Lat.  9°  35'  N".;  long.  28°  50'  W.  Barometer,  29.18;  temperature  of  air,  78°;  of  water, 
76°.     Winds :  E.  N.  E.,  E.  K  E.,  E.N.  E. ;  squally,  with  some  rain  and  tide  rips. 

April  21.  Lat.  6°  45'  N.;  long.  27°  40'  W.  Barometer,  29.18  ;  temperature  of  air,  80°  ;  of  water, 
78°.     Winds :  E.  N.  E.,  N.  E.,  N.  E.     Squally,  with  some  rain  and  tide  rips. 

April  22.  Lat.  4°  03'  N.;  long.  27°  15'  W.  Barometer,  29.15 ;  temperature  of  air,  80°;  of  water,  79°. 
Winds:  N.  E.,  E.N.  E.,  E.  K  E.     Many  tide  rips.     First  part,  almost  cloudless  sky. 


EOUTKS  TO  KIO,   ETC.  S95 

April  23.  Lat.  2°  00'  N.;  long.  26°  45'  W.  Barometer,  29.15  ;  temperature  of  air,  81°;  of  water, 
79°.     Winds :  K  E.,  E.  N.  E.,  E.  N.  E.     Moderate,  and  sky  overcast ;  a  little  rain. 

April  24.  No  observations.  Barometer,  29.15;  temperature  of  air,  80°;  of  water,  79°.  Winds:  N., 
B.  N.  E.,  E.  N.  E.     Light  airs ;  thunder,  and  some  rain. 

April  25.  Lat.  1°  21'  S.;  long.  26°  20'  W.  Barometer,  29.18;  temperature  of  air,  80°;  of  water, 
80°.    Winds :  E.,  E.  S.  E.,  S.  E.    Fine  weather,  and  clear  sky. 

April  26.  Lat.  3°  25'  S. ;  long.  27°  46'  W.  Barometer,  29.15  ;  temperature  of  air,  82°;  of  water,  81°, 
Winds  :  E.  S.  E.,  S.  E.,  S.  E.  by  S.     Fair  and  moderate. 

April  27.  Lat.  5°  22'  S.;  long.  28°  41'  W.  Barometer,  29.15;  temperature  of  air,  81°;  of  water, 
80°.     Winds :  S.  S.  E.,  S.  E.,  S.  E.    Fair  and  moderate. 

Barh  Golden  Era  (E.  P.  Sleeper),  New  York  to  Panama,  twenty-five  days  out. 

April  19,  1852.  Lat.  20°  06'  N. ;  long.  38°  22'  W.  Winds :  S.,  and  variable,  S.  E.,  S.,  and  variable. 
Very  light  variable  airs,  and  calms.     A  heavy  sea  from  the  N.  W. 

April  20.  Lat.  19°  49'  N. ;  long.  38°  07'  W.  Temperature  of  air,  76° ;  of  water,  76°.  Winds : 
calm,  N.  N.  W.,  N.  N.  W.    Very  light  airs  and  calms. 

April  21.  Lat.  19°  08'  K  ;  long.  37°  38'  W.  Temperature  of  air,  77°.  Winds :  K  N.  W.,  N.  N,  E., 
E.  N.  E.,  variable.    Light  airs  and  calms. 

April  22.  Lat.  17°  58'  N. ;  long.  36°  51'  W.  Temperature  of  air,  75°.  Winds :  E.  N.  E.,  E^  vari- 
able, E.  S.  E.,  variable.     Light  breezes ;  middle  part,  light  squalls  and  rain. 

April  23.  Lat.  16°  8'  N. ;  long.  35°  37'  W.  Temperature  of  air,  76°;  of  water,  78°.  Winds:  E., 
variable  ;  E.  by  N.  E.,  variable.     Moderate  breezes,  light  squalls,  and  rain. 

April  24.  Lat.  13°  40'  K ;  long.  33°  56'  W.  Barometer,  29.08 ;  temperature  of  air,  76° ;  of  water, 
76°.     Winds:  E.,  E.  by  N.,  E.  N.  E. ;  fresh  breezes  throughout. 

April  25.  Lat.  11°  16'  N. ;  long.  32°  20'  W.  Temperature  of  air,  77°;  of  water,  77°.  Winds:  E. 
N.  E.,  E.  by  E.  N.  B.,  N.  E.;  good  breezes. 

April  26.  Lat.  8°  58'  N. ;  long.  30°  39'  W.  Temperature  of  air,  78°  ;  of  water,  79°.  Wind :  B.  K 
E. ;  first  part,  good  breezes ;  middle  and  latter  part,  moderate  breezes. 

April  27.  Lat.  6°  42'  N. ;  long.  29°  07'  W.  Temperature  of  air,  79°  ;  of  water,  80°.  Winds :  B.  N. 
E.;  moderate  breezes. 

April  28.  Lat.  4°  23'  N. ;  long.  27°  55'  W.  Temperature  of  air,  81° ;  of  water,  82°.  Winds :  E.  N. 
E.,  N.  E.  by  E.,  N.  E.  by  E. ;  moderate  breezes. 

April  29.  Lat.  3°  04'  N. ;  long.  27°  14'  W.  Temperature  of  air,  82°;  of  water,  82°.  Winds :  N.  E. 
by  B.,  N.  B.  by  E.,  N.  E.  by  N. ;  light  breezes. 

April  30.  Lat.  (D.  R.)  1°  48'  N. ;  long.  (D.  E.)  27°  15'  W.  Temperature  of  air,  81°  ;  of  water,  82°. 
Winds:  N.,  N.,  variable,  N.  W.  to  E.;  first  part,  very  light  breezes;  middle  and  latter,  showers  of  rain. 


896  THE  WIND  AND  CUKRENT  CHARTS. 

May  1.  Lat.  0°  34'  N.;  long.  26°  40'  W.  Current,  E.,  24  miles,  during  tlie  last  two  days;  temperature 
of  air,  84° ;  water,  83°.     Winds :  N.,  N.,  N.  E. ;  very  light  breezes,  and  pleasant. 

May  2.  Lat.  0°  09'  S. ;  long.  26°  18'  W.  Current,  30  miles,  E.  S.  E.,  during  tlie  day.  Winds:  N.  N. 
E.,  calm,  S.  E. ;  very  light  airs,  and  pleasant. 

May  3.  Lat.  0°  37'  S. ;  long.  26°  55'  W.  Current,  30  miles  E. ;  temperature  of  air,  83°.  Winds :  S. 
S.  E.,  variable  S.,  variable  S.  by  W.,  variable ;  first  part,  very  light  airs ;  middle  and  latter,  light  breezes. 

/Ship  White  Squall  (Samuel  Kennedy),  New  York  to  San  Francisco,  fourteen  days  out. 

April  23,  1852.  Lat.  21°  29'  N. ;  long.  33°  7'  W.  Current,  S.,  12  knots  per  day.  Barometer 
(Aneroid*),  30.55;  temperature  of  air,  78°;  of  water,  73°.  Moderate  trades  all  day;  first  part,  N.  E. ; 
middle  part,  E.  N.  E. ;  latter  part,  E. 

April  24.  Lat.  17°  32'  K;  long.  31°  47'  W.  Current,  S.  E.,  7  knots  per  day.  Barometer,  30.55; 
temperature  of  air,  80°  ;  of  water,  76°.     Fresh  trades  all  day.     Winds :  E.  S.  E.,  E.,  E.  by  N. 

April  25.  Lat.  13°  30'  N. ;  long.  30°  27'  W.  Current  S.  S.  E.,  23  knots  per  day.  Barometer,  30.45; 
temperature  of  air,  80° ;  of  water,  77°.     Winds:  E.,  E.  N.  E.,  E.  N.  E.     Fresh  trades  all  day. 

April  26.  Lat.  9°  50'  N. ;  long.  29°  23'  W.  Barometer,  30.40;  temperature  of  air,  81°;  of  water, 
78°.    Moderate  trades  all  day;  E.  N.  E.  throughout. 

April  27.  Lat.  6°  58'  N. ;  long.  28°  36'  W.  Barometer,  30.45  ;  temperature  of  air,  83°  ;  of  water, 
80°.    Winds  :  E.  N.  E.,  N.  E.,  N.  E.     Light  trades  all  day ;  tide  rips. 

April  28.  Lat.  3°  53'  K ;  long.  28°  22'  W.  Current,  S.  S.  W.,  27  knots  per  day.  Barometer,  30.40; 
temperature  of  air,  84° ;  of  water,  80°.     Winds :  E.  N.  E.,  N".  E.,  N".  N".  E.     Light  trades  all  day ;  tide  rips. 

April  29.  Lat.  2°  22'  K;  long.  28°  20'  W.  Current,  E.  S.  E.,  13  knots  per  day.  Barometer,  30.40 ; 
temperature  of  air,  86°;  of  water,  82°.     Winds :  N.  N.  E.,  N.,  N".     Light  breeze  all  day. 

April  30.  Lat.  48'  K ;  long.  27°  10'  W.  Current  east,  32  knots  per  day.  Barometer,  30.35 ; 
temperature  of  air,  87°;  of  water,  84°.     Winds:  IST.,  S.  S.  W.,  N.     Light  breeze  all  day;  middle  part,  rain. 

May  1.  Lat.  39'  S.;  long.  26°  47'  W.  Current,  E.  S.  E.,  33  knots  per  day.  Barometer,  30.35; 
temperature  of  air,  89°;  of  water,  87°.     Winds:  K,  E.  K  E.,  N.  E.     Light  airs;  tide  rips. 

May  2.  Lat.  1°  22'  S.;  long.  26°  37'  AV.  Current,  S.  E.,  27  knots  per  day.  Barometer,  30.30; 
temperature  of  air,  91°;  of  water,  85°.     Winds:  N.,  N.  E.,  S.     Light  airs;  tide  rips. 

May  3.  Lat.  1°  50'  S.;  long.  27°  36'  W.  Current,  E.  by  S.,  29  knots  per  day.  Barometer,  30.45; 
temperature  of  air,  88°;  of  water,  86°.  Wind:  S.  S.  W.  throughout.  First  part,  nearly  calm;  ends  light 
breezes;  rain  squalls. 

May  4.  Lat.  4°  52'  S.;  long.  29°  24'  W.  Current,  S.  S.  W.,  11  knots  per  day.  Barometer,  30.40; 
temperature  of  air,  91°;  of  water,  89°.  Winds:  S.  S.  W.  and  S.  E.,  S.  S.  E.,  S.  E.  Rainy  until  1  P.  M.; 
wind  hauls  to  S.  E.,  and  clears. 


*  four  tenllis  to  be  dcdiictctl  from  tlic  Aneroid,  for  eacli  day  up  to  the  2]i)t  of  May,  for  want  of  adjustment. 


ROUTES  TO   BIO,   ETC. 


897 


Route  to  JiWf  etc. — MaY. 


Latitude. 


Longitude. 


Course. 


DISTANCES. 


True. 


Per  cent. 


Average. 


WINDS;  PER  CENT. 


Head. 


SLANTS  FBOH 


N.  &E. 


S.  &W. 


Fair. 


Calms. 


Total  No. 
observa- 
tions. 


From  port 

39°  11' N. 

39  11 

87  34 

35  55 

35  55 

85  00 

38  06 

80  00 

27  00 

25  00 

20  00 

15  00 

10  00 

5  50 
Equator 


00  S. 

27 

00 

51 

00 

24 

00 

00 


8  13 


to 


70°  00' 

65  00 

60  00 

55  00 

50  00 

47  17 

45  00 

41  23 

40  00 

40  00 

37  46 

35  36 

33  29 

31  24 

31  24 


31  49 

32  00 
32  39 
38  00 

83  28 

84  00 
84  15 
83  30 
34  00 


.E. 

.E. 


E.S.E. 

E. 
E.S.E. 
E.S.E. 

E. 

E.S.E. 

S.E. 

S.E. 

S.S.E. 

S. 

s.s, 
s.s, 

S.  S.  E. 
S.  S.  E. 
S.S.E. 


s.s.w. 
s.  s.  w. 
s.s.w. 
s.  s.  w. 
s.  s.  w. 
s.  s.  w. 
s.  s.  w. 

s.s.w. 


199 
288 
254 
259 
243 
144 
194 
263 
194 
120 
325 
325 
325 
325 
300 


3708 

65 
29 
101 
55 
75 
84 
39 
44 
79 


11.5 
9.1 

10.2 
9.9 
5.5 
9.1 

14.7 
6.5 
9.4 
0.3 
0.8 
0.0 
0.5 
0.6 


2.1 
0.0 
3.3 
0.0 
0.0 
0.0 

14.2 
8.2 

32.0 


218 
464 
277 
285 
267 
152 
211 
301 
206 
181 
326 
327 
325 
325 
302 


3917 

66 
29 

104 
55 
75 
84 
45 
45 

104 


2.5 
6.4 
2.8 
1.8 
0.7 
0.9 
3.3 
3.3 
2.6 
3.4 
0.0 
0.0 
0.0 
0.0 
0.0 


0.0 
0.0 
0.0 
0.0 
0.0 
0.0 
0.0 
0.0 
13.0 


10.8 

12.8 
6.6 
9.1 

15.2 
0.0 
0.0 

13.9 
m;10.4 
5.1 
1.8 
4.4 
0.0 
4.8 
5.2 


w 


w  9.9 
0.0 

w;16.7 
0.0 
0.0 
0.0 

rv  48.9 
0.0 

w;52.2 


8.8 

11.2 

8.8 

u;15.2 

12.4 

w  16.9 

w  11.5 

IV  19.1 

0.0 

5.1 

0.0 

0.0 

0.0 

0.0 

1.7 


0.4 
0.0 
0.0 
0.0 
0.0 
0.0 
2.4 
m;11.8 
0.0 


I 


78.4 

2.1 

69.6 

2.8 

81.8 

1.6 

73.9 

3.6 

17.9 

2.7 

82.2 

1.7 

85.2 

1.6 

68.7 

5.6 

87.0 

2.5 

86.4 

0.0 

98.2 

0.0 

95.6 

0.0 

100.0 

0.0 

95.2 

0.0 

98.1 

3.4 

89.7 

0.0 

100.0 

6.2 

83.3 

0.0 

100.0 

0.0 

100.0 

0.0 

100.0 

0.0 

48.7 

0.0 

88.2 

0.0 

34.8 

0.0 

599 

315 

181 

163 

145 

112 

61 

151 

89 

60 

54 

23 

54 

42 

115 


264 
15 
12 
21 
6 
9 
41 
23 
23 


la  this  month,  and  near  this  route,  the  calms  of  the  Horse  Latitudes  are  most  prevalent  between  the 
meridians  of  40°  and  45°,  and  the  parallels  of  32°  and  33°  N.  Between  the  meridians  25°  and  30°,  the 
equatorial  calms  are  most  prevalent  from  5°  north  to  the  line,  the  greatest  prevalence  of  calms  being 
between  3°  and  4°  north.  Between  the  meridians  of  80°  and  35°,  the  equatorial  calms  prevail  most 
between  8°  and  5°  IST.  Here  they  extend  also  a  little  to  the  south  of  the  line.  In  the  main,  the  equatorial 
calms  prevail  as  you  go  to  the  east.  When  you  cross  the  line  to  the  west  of  29°,  draw  a  line  from  the 
point  of  crossing  to  St.  Augustine,  and  aim  to  keep  to  the  eastward  of  it,  and  for  this  purpose  take 
advantage  of  all  slants.*  This  direction  applies  to  every  month.  You  should  aim  generally  to  make 
easting,  when  easting  becomes  necessary  after  crossing  the  line,  before  crossing  7°  south. 

If  you  can  cross  7°  S.  to  the  east  of  84°,  there  will  probably  be  no  necessity  of  steering  the  east 
course,  as  by  the  table.  Observe  that  calms  are  seldom  or  never  ibund  along  this  route  in  this  month, 
south  of  1°  S. 


Vide  p.  329. 


398  THE  WINB  iuND  CURRENT  CHARTS. 

The  equatorial  calms  in  April,  between  25°  and  30°  "W.,  prevail  from  5°  S.  to  3°  N.,  being  most 
prevalent  between  1°  S.  and  1°  K  Between  30°  and  35°  W.,  tbey  prevail  from  3°  K.  to  3°  S.,  being  most 
prevalent  between  2°  N.  and  the  line. 

Observe,  also,  how  the  winds  in  this  month  hang  from  the  southward,  in  latitude  35°  to  30°  N".,  and 
between  the  meridians  of  40°  and  45°  W. 

Schooner  Tennessee  (A.  B.  Lamkin),  from  Eichmond  to  Pernambuco,  twenty-one  days  out. 

April  30,  1853.  Lat.  19°  57'  N.;  long.  35°  36'  W.  Wind:  E.  throughout;  fresh  breeze,  with  occa- 
sional showers  of  rain. 

Mayl.  Lat.  16°  29' K;  long.  34°  28' W.  Winds:  B.,  E.,  E.  by  S. ;  brisk  breezes,  with  showers 
of  rain. 

May  2.    Lat.  13°  N. ;  long.  32°  41'  W.     Wind :  E.  throughout ;  fresh  breezes,  with  passing  squalls. 

May  3.  Lat.  09°  30'  N.;  long.  31°  44'  W.  Wind:  E.  throughout;  pleasant  breezes,  and  fine 
weather. 

May  4.  Lat.  06°  06'  K;  long.  31°  12'  W.  Winds:  E.,  E.  K  E.,  and  E.;  light  winds,  and  cloudy 
weather. 

May  5.    No  observation.     Winds:  variable  from  B.  N.  E.;  light  breezes,  and  showery  weather. 

May  6.     Wind  and  weather  the  same.     No  observation. 

May  7.    Lat.  3°  N.;  long.  31°  17'  W.     Winds:  variable  and  heavy  showers  of  rain. 

May  8.  Lat.  1°  30'  N.;  long.  31°  41'  W.  Winds:  calm,  calm,  S.  E.  by  E.;  light  baffling  winds 
and  calms. 

May  9.  Lat.  00°  36'  S.;  long.  32°  14'  W.  Winds:  S.  E.  by  S.,  S.  E.,  and  S.  E.  by  S. ;  light  winds, 
with  fine,  pleasant  weather. 

May  10.  Lat.  3°  58'  S. ;  long.  32°  02'  W.  Wind:  S.  B.  by  S.  throughout;  light  winds  with  fine 
weather. 

May  11.  Lat  5°  46'  S.;  long.  32°  22'  W.  Winds:  S.  B.  by  S.  and  S.  E.;  light  air  with  clear 
weather. 

Ship  Victory  (0.  G.  Lane),  New  York  to  San  Francisco,  nineteen  days  out. 

May  10,  1853.  Lat.  20°  40'  N, ;  long.  33°  23'  W.  Winds :  E.,  E.  S.  E.,  and  S.  E. ;  variable  breezes 
and  squally. 

May  11.  Lat.  17°  51'-  N. ;  long.  32°  25'  W.  Winds :  S.  E.  by  S.,  E.  by  S.,  and  E.  by  S. ;  fresh  breeze 
and  cloudy. 

May  12.  Lat.  14°  24'  N. ;  long.  31°  19'  W.  Winds:  E.,  E.,  and  B.  by  N.;  fresh  breezes  and  cloudy 
weather.  ^ 

May  13.  Lat.  10°  06'  N. ;  long.  30°  15'  W.  Wind :  E.  by  N.  throughout ;  fresh  breezes  and 
passing  clouds. 


ROUTES  TO  RIO,  ETC.  899 

May  14.    Lat.  7"  49'  N. ;  long.  29°  21'  W.    Winds :  E.  by  K,  E.,  and  E.  by  N.;  gentle  breezes. 

May  15.  Lat.  4°  38'  N.;  long.  28°  19'  W.  Winds:  E.  by  N.,  E.  N.  E.,  and  E.  N.  E.;  fine  breezes 
and  cloudy  weather. 

May  16.  Lat.  3°  30'  N. ;  long.  28°  25'  W.  Wind  :  E.  N.  E.,  variable,  and  calm ;  variable  breezes  and 
light  showers  of  rain. 

May  17.  Lat.  1°  44'  N. ;  long.  29°  37'  W.  Winds :  S.,  S.  E.  by  S.,  and  S.  E. ;  moderate  breezes  and 
squally  weather. 

May  18.  Lat.  00°  49'  S.;  long.  30°  18'  W.  Wind:  S.  E.  throughout ;  fine  breezes  and  pleasant 
weather.    At  4  A.  M.  passed  the  equator,  twenty-six  and  a  half  days ;  distance  sailed  3,890  miles. 

May  19.  Lat.  8°  18'  S.;  long.  31°  04' W.  Winds:  S.  E.  throughout;  fine  breezes  and  pleasant 
weather. 

May  20.  Lat.  6°  07'  S.;  long.  31°  50'  W.  Winds:  S.  E.  throughout;  fresh  breezes  and  pleasant 
weather. 

Ship  Uncle  Toby  (E.  C.  Soule),  Boston  to  San  Francisco,  twenty-one  days  out. 

May  10,  1858.  Lat.  20°  49'  N.;  long.  81°  57'  W.  Winds :  E.  N.  E.,  E.,  and  E.  S.  E. ;  moderate  breezes 
and  clear  weather. 

May  11.  Lat.  17°  15'  N.;  long.  30°  01'  W.  Winds:  E. S. E.,  E.  S. E.,  and  E.;  strong  breezes  and 
clear. 

May  12.     Lat.  13°  18'  N. ;  long.  31°  44'  W.    Winds :  E.,  E.,  and  E.  N.  E.  •,.  strong  breezes  throughout. 

May  13.  Lat.  9°  27'  N.;  long.  30°  41'  W.  Winds:  E.  N.  E.,  E.  K  E.,  and  E.;  strong  breezes 
throughout. 

May  14.  Lat.  6°  08'  N. ;  long.  29°  39'  W.  Winds:  E.,  E.,  and  E.  S.  E.;  moderate  breezes  and  cloudy 
weather. 

May  15.  Lat.  3°  04'  N.;  long.  29°  28'  W.  Winds:  E.,  N.  E.,  and  E.  N.  E.;  fresh  breezes  and 
squally. 

May  16.  Lat.  1°  53'  N.;  long.  30°  25'  W.  Winds:  S.  S.  E.,  S.  E.,  and  S.  S.  E.;  light  variable  breezes, 
and  squally. 

May  17.     Lat.  00°  50'  S.;  long.  31°  44'  W.     Winds:  S.  S.  E.,  S.  E.,  and  S.  S.E.;  fresh  breezes 

throughout. 

May  18.  Lat.  8°  44'  S. ;  long,  no  observation.  Winds :  S.  E.,  E.  S.  E.,  and  E.  S.  E.  Fresh  breezes 
throughout.    At  10  A.  M.  made  Fernando  de  Noronha. 

May  19.  Lat.  6°  53'  S. ;  long.  33°  10'  W.  Winds :  E.  S.  E.,  S.  E.,  and  S.  E.  Light  breezes  and 
pleasant ;  passed  close  to  leeward  of  Fernando  de  Noronha. 

Flying  Cloud  (J.  P.  Creesy),  New  York  to  San  Francisco,  eleven  days  out. 

May  10,  1853.  Lat.  20°  50'  N. ;  long.  38°  47'  W.  Winds:  S.  E.  by  E.,  S.  E.  by  E.,  E.  S.  E.  First 
part,  moderate;  middle,  rain;  latter,  squally. 


400  THE  WIND  AND   CURRENT  CHARTS. 

May  11.  Lat.  16"  47'  K ;  long.  37°  48'  W.  Winds  :  S.  E.  by  E.,  S.  E.  by  E.,  S.  E.  by  E.  First 
part,  light;  middle,  squally ;  latter,  fresh  and  squally. 

May  12.     Lat.  12°  11'  N.;  long.  36°  26'  W.     Wind :  E.  by  S.  throughout.     Fresh  and  squally. 

May  13.     Lat.  8°  00'  K. ;  long.  34°  46'  W.     Wind :  E.  by  S.     Fresh  and  squally. 

May  14.     Lat.  3°  37'  N. ;  long.  34°  08'  W.     Wind :  E.  S.  E.     Fresh  and  squally. 

May  15.  Lat.  1°  00'  N. ;  long.  34°  03'  W.  Wind :  S.E.  by  E.  Light  and  squally.  Civil  time,  15'. 
At  7  P.  M.  crossed  the  equator,  in  long.  34°  20'  W.  Seventeen  days  from  Sandy  Hook,  or  408  hours, 
averaging  nine  knots ;  when  determined  in  short  lines,  from  noon  to  noon  of  each  day,  3,672  miles. 
[Distance,  as  calculated  in  the  tables,  3,708.] 

May  16.    Lat.  0°  27'  S. ;  long.  34°  07'  W.     Winds  :  baffling  throughout. 

May  17.     Lat.  3°  11'  S. ;  long.  34°  42'  W.    Wind :  S.  E.     Light  breezes  and  fine  weather. 

May  18.  Lat.  4°  46'  S. ;  long.  34°  57'  W.  Winds:  baffling  throughout.  Beating  to  the  eastward, 
with  light  winds  and  fine  weather.     Current,  W.  by  N.,  46  miles. 

May  19.  Lat.  2°  31'  S. ;  long.  33°  41'  W.  Winds :  S.  E.,  S.  E.,  S.  E.  by  E.  Light  breezes  and  fine 
weather.  At  1  hour  15  min.,  tacked  S.  by  W.  I  W.  At  4  hours  20  min.,  tacked  N.  E.  by  E.  Stood  on 
this  tack  21  hours ;  lost  135  miles  in  latitude,  and  gained  76  miles  easting,  after  having  been  currented  at 
82°  W.,  55  miles. 

May  20.  Lat.  5°  47'  S. ;  long.  34°  19'  W.  Wind :  S.  E.  by  E.  Light  winds  and  fine  weather. 
Currented  west,  20^  miles.  I  would  here  remark,  the  current  sets  much  stronger  to  the  westward  and 
northward  and  westward,  when  close  in  with  the  land  and  shoals  about  Cape  St.  Eoque,  than  it  does  in  the 
offing,  say  40  or  50  miles.  Should  recommend  all  ships  to  work  to  the  eastward  on  the  northern  limit  of 
the  S.  E.  trades,  say  between  1°  N.  lat.  and  2°  S.  lat.,  when  they  are  so  unfortunate  as  to  cross  the  equator 
too  far  west. 

This  recommendation  should  be  very  cautiously  adopted.  Captain  Creesy  falls  to  leeward,  crosses  the 
line  in  34°,  stands  boldly  on,  tacks  when  he  must,  and  in  22  days  out  is  clear  of  St.  Eoque;  and  yet, 
notwithstanding  this  extraordinarily  good  passage,  all  navigators  are  cautioned  against  following  so  good 
an  example  as  he  himself  set,  after  having  the  misfortune  to  be  forced  to  cross  the  line  so  far  to  leeward  as 
34°.  It  is  true,  no  vessel  should  willingly  cross  so  far  to  leeward,  but  cases  are  not  unfrequent  of  vessels, 
after  crossing  in  34°,  and  even  in  37°,  having  no  difficulty  in  clearing  St.  Eoque.  They  do  this  by 
following  the  Sailing  Directions,  which  advise  them  in  such  cases  to  stand  on  and  trust  to  chance  for  a 
change  of  wind,  and  to  luck  for  favorable  slants. 

I  think  that  Captain  Creesy  would  have  done  very  unwisely  had  he,  on  the  15th,  when  he  found  him- 
self to  leeward,  and  on  "  the  northern  limits  of  the  southeast  trades,"  attempted,  instead  of  standing  on 
south,  as  he  did,  to  beat  to  windward  there  in  the  doldrums.  If  there  be  any  one  point  upon  which  I  feel 
myself  clear,  touching  the  best  course  of  procedure  in  such  cases,  it  is  in  the  caution  which  I  have  so  often 
given  and  here  repeat,  viz:  that  navigators  should  not  attempt  to  beat  to  windward  in  the  doldrums.     If 


ROUTES   TO   BIO,   KTC.  4j01 

a  vessel  find  herself  to  leeward  in  tbem,  and  the  wind  will  allow  her  to  lay  a  course  well  to  windward,  as 
it  did  the  Eagle,  let  her  lay  it,  but  do  not  attempt  to  beat  in  a  part  of  the  ocean  where  you  know  you  are 
not  to  have  wind  enough  for  beating. 

May  21.  Lat.  7°  52'  S.;  long.  34°  30'  W.  Wind:  S.  K  by  E.  First  part,  light  breezes  and  fine 
weather ;  middle  and  latter,  faint  airs  and  calms.    Current,  N.  49°  "W.,  11  miles. 

I  find  the  strength  of  the  current  about  here  depends  much,  if  not  altogether,  upon  the  direction  and 
velocity  of  the  wind ;  in  crossing  with  the  wind,  and  vice  verad. 

Barque  Southerner  (E.  Hooper),  New  York  to  San  Francisco,  nineteen  days  out. 

May  11,  1852.    Lat.  14°  24'  N. ;  long.  39°  05'  W.    Strong  easterly  wind  with  a  head  sea. 

May  12.    Lat.  11°  53'  N. ;  long.  37°  21'  W.    Strong  easterly  winds,  and  clear. 

May  13.    Lat.  9°  19'  N. ;  long.  35°  53'  W.    Fine  easterly  breezes,  and  clear. 

May  14.    Lat.  6°  49'  N. ;  long.  33°  58'  W.    Fresh  breezes,  at  E.  by  N.,  and  clear. 

May  15.    Lat.  5°  11'  N.;  long.  31°  47'  W.    Wind:  E.KE.    Fine  breezes,  and  clear. 

May  16.  Lat.  4°  10'  N. ;  long.  31°  15'  W.  First  part,  wind  all  round  the  compass  with  rain ;  middle 
part,  wind  S.  E.  and  squally ;  latter  part,  east,  with  rain  squalls. 

May  17.  Lat.  2°  28'  N. ;  long.  29°  40'  W.  First  part,  squally,  with  rain ;  middle  and  latter  parts, 
fresh  breezes  from  E.  to  E.  S.  E.,  and  clear  weather. 

May  18.  Lat.  0°  25' N.;  long.  29°  30'  W.  Fine  breezes  with  rain  squalls.  At  6  A.  M.  made  St. 
Paul's  Island.  At  8  A.  M.  it  bore  N.  E.  true,  distant  about  12  miles.  Found  (by  observation)  that  Blunt 
places  the  island  too  far  east.    English  books  agree  with  my  chronometer. 

May  19.  Lat.  (D.  E.)  00°  15'  S. ;  long.  (D.  E.)  29°  55'  W.;  first  part,  light  breezes  from  E.  S.  E. ; 
middle  and  latter  parts,  wind  all  around  the  compass,  accompanied  with  heavy  showers. 

May  20.  Lat.  (D.  E.)  1°  00'  S. ;  long.  (D.  E.)  30°  29'  W. ;  light  airs,  and  rain  squalls  from  all  points 
of  the  compass. 

May  21.  Lat.  (D.  E.)  1°  10'  S.;  long.  (D.  E.)  31°  05'  W.;  light  airs,  calms,  with  rain  from  all  points, 
but  principally  N.  TV". 

May  22.  Lat.  (D.  E.)  1°  23'  S.;  long.  (D  E.)  30°  86'  W. ;  light  baffling  airs  from  S.  E.  to  S.,  with 
continual  rain  squalls. 

May  23.  Lat.  2°  38'  S.;  long.  30°  59'  W.;  first  part,  light,  baffling  airs,  and  rain  squalls;  at  mid- 
night, took  the  trades  at  S.  E.  by  E.     Ends  with  fresh  trades,  and  clear. 

May  24.  Lat.  4°  05'  S. ;  long.  32°  56'  W. ;  fine  fresh  breezes  from  S.  E.  by  E.,  and  clear,  with  a 
heavy  sea  from  S. 

May  25.    Lat.  6°  44'  S. ;  long.  33°  09'  W. ;  strong  gales  and  a  high,  irregular  sea.     Wind :  S.  E. 

May  26.  Lat.  7°  10'  S.;  long.  33°  18'  W.;  strong.  S.  S.  E.  gales.  At  5,  made  a  tack  off  shore,  and 
at  4  A.  M.  on  again.     Current,  N.  W.,  1  mile  per  hour. 


1 


402  THE  WIND  AND  CURRENT  CHARTS. 

Barque  Ottawa  (S.  G.  Brooks),  New  York  to  Eio  Grande,  Brazil,  twenty  days  out. 

May  26,  1853.  Lat.  20°  50'  N.;  long.  43°  30'  W.  Barometer,  30.05;  temperature  of  air,  79°. 
Winds :  E.  S.  E.,  E.  by  S.,  E. ;  first  part,  moderate  breezes ;  middle  and  latter,  light. 

May  27.  Lat.  18°  55'  N. ;  long.  42°  18'  W.  Barometer,  30.00 ;  temperature  of  air,  78°.  Winds: 
E.,  E.  N.  E.,  E. ;  fresh  breezes,  and  squally  throughout. 

May  28.  Lat.  16°  42'  N, ;  long.  41°  15'  W.  Barometer,  29.90 ;  temperature  of  air,  79°.  Winds : 
E.  by  S.,  B.,  E.  by  N.  to  E.  by  S. ;  fresh  squalls  throughout ;  tumbling  sea. 

May  29.  Lat.  14°  40'  K;  long.  40°  02'  W.  Barometer,  29.90;  temperature  of  air,  79°.  Winds: 
E.  by  S.,  E.  by  S.,  E.  by  N.  to  E.  by  S. ;  fresh  breezes  and  squally. 

May  30.  Lat.  12°  44'  N. ;  long.  38°  31'  W.  Barometer,  29.90 ;  temperature  of  air,  78°.  Winds :  E. 
by  S.,  E.  by  S.,  E.  N.  E. ;  fresh  breezes  with  squalls. 

May  31.  Lat.  11°  03'  K;  long.  36°  39'  W.  Barometer,  29.89;  temperature  of  air,  80°.  Winds: 
E.  by  K,  E.  N.  E.,  N.  E.  by  E. ;  light  breezes,  and  flawy. 

June  1.  Lat.  9°  18'  K;  long.  34°  44'  W.  Barometer,  29.82  ;  temperature  of  air,  82°.  Winds:  K 
E.  by  E.,  E.  N.  E.,  E.  by  N. ;  moderate  breezes ;  clouds  rising  from  the  southward. 

June  2.  Lat.  7°  34'  N.;  long.  33°  08'  W.  Barometer,  29.85;  temperature  of  air,  81°.  Winds:  E. 
by  N.,  E.  by  N.,  W.  S.  W. ;   first  and  middle  parts,  moderate  breezes ;  latter,  light. 

June  3.  Lat.  6°  00'  K ;  long.  32°  37'  W.  Barometer,  29.89  ;  temperature  of  air,  83°.  Winds :  calm, 
S.  E.,  E.  to  E.  N.  E. ;  first  part,  calm ;  middle,  light  breezes ;  latter,  fresh. 

June  4.  Lat.  4°  33'  N.;  long.  32°  07'  W.  Barometer,  29.90  ;  temperature  of  air,  82°.  Winds  :  E. 
to  E.  N.  E.,  E.  to  E.  S.  E.  and  S.  E.     Moderate  breezes  and  squally. 

June  5.  Lat.  2°  33'  N. ;  long.  33°  20'  W.  Current,  W.  S.  W.,  f  of  a  knot  per  hour.  Barometer, 
29.89 ;  temperature  of  air,  83°.  Winds :  S.  to  S.  S.  E.,  S.  S.  E.,  S.  E.  Throughout,  light  breezes ;  looks 
like  trades. 

June  6.  Lat.  00°  50'  K ;  long.  84°  13'  W.  Current,  W.  by  S.,  1  knot  per  hour.  Barometer,  29.87  ; 
temperature  of  air,  84°.  Winds :  S.  E.  by  E.,  E.  S.  E.,  S.  E.  by  E.  Light  breezes  and  fine  weather ;  quite 
smooth. 

June  7.  Lat.  1°  05'  N. ;  long.  33°  38'  W.  Current,  W.  by  S.,  1  j%  knots  per  hour.  Barometer,  29.85 ; 
temperature  of  air,  83°.     Winds:  E.  S.  E.,  S. E.,  and  S.  E.  by  S.  to  S.  by  E.     Moderate,  and  fine  weather. 

June  8.  Lat.  1°  43'  K ;  long.  31°  56'  W.  Current,  W.  by  K,  1|  knots  per  hour.  Barometer,  29.85  ; 
temperature  of  air,  83°.  Winds :  S.  by  E.,  S.,  S.  by  E.  First  and  middle  parts,  light  breezes.  Latter, 
fresh. 

June  9.  Lat.  1°  24'  N.;  long.  32°  21'  W.  Barometer,  29.89 ;  temperature  of  air,  83°.  Winds  :  S. 
S.  E.  J  E.,  S.  E.  by  S.,  S.  E.    Throughout,  moderate  breezes.     You  dorit  catch  me  here  again. 

June  10.  Lat.  00°  24'  S.;  long.  33°  06'  W.  Current,  1,\  knots  per  hour,  W.  Barometer,  29.89; 
temperature  of  air,  83°.  Winds :  S.  E.  by  E.,  S.  E,,  S.  E,  Throughout,  moderate  breezes,  and  squally. 
Strong  currents. 


ROUTES  TO   BIO,   ETC. 


403 


June  11.  Lat.  2°  40'  S.;  long.  32°  30'  W.  Not  much  current.  Barometer,  29.85;  temperature  of 
air,  83°.    Winds :  S.  E.  by  S.,  S.  E.  by  E.,  E.    Moderate  breezes. 

June  12.  Lat.  4°  54'  S. ;  long.  32°  04'  W.  Barometer,  29.90 ;  temperature  of  air,  84°.  Winds:  east, 
E.  N.  E.,  E.  by  S.    Throughout,  moderate  breezes ;  stronger  in  the  night. 

June.  13.  Lat.  7°  07'  S.;  long.  32°  40'  W.  Barometer,  29.89 ;  temperature  of  air,  82°.  Winds:  S. 
E.  by  S.,  S.  E.,  S.  E.  by  S.    First  part,  light  breezes ;  middle  and  latter,  fresh  and  squally. 


Route  to  Rio 

efc.— June. 

DISTANCES. 

WINDS;  PER  CENT. 

Longitude. 

Course. 

Total  No. 

Latitude. 

True. 

Per  cent. 

Average. 

Head. 

SLANT! 

moM 

Fair. 

Calms. 

observa- 
tions. 

% 

N'd. 

S'd. 

From  New 

York  to 

39°  11' N. 

70° 

00' 

E.S.E. 

199 

10.1 

219 

2.6 

7.8 

w;11.4 

78.2 

3.1 

349 

37     34 

65 

00 

E.S.E. 

254 

13.4 

287 

5.3 

w;10.7 

4.0 

80.0 

1.3 

300 

35    55 

60 

00 

E.S.E. 

259 

5.9 

272 

2.0 

2.8 

10    6.2 

89.0 

1.2 

245 

35     00 

57 

17 

E.S.E. 

144 

8.8 

157 

2.2 

6.3 

w  10.9 

80.6 

0.9 

233 

34     13 

55 

00 

E.S.B. 

123 

2.0 

125 

0.0 

wlO.O 

0.0 

90.0 

20.0 

20 

32     30 

50 

00 

E.S.E. 

271 

6.1 

287 

0.0 

10.0 

10.0 

80.0 

0.0 

30 

30    45 

45 

00 

E.S.E. 

276 

5.8 

292 

1.1 

2.1 

w;17.0 

79.7 

19.7 

94 

30     00 

42 

54 

E.S.E. 

118 

19.3 

140 

6.7 

17.4 

16.0 

59.9 

9.7 

149 

27     28 

40 

00 

S.E. 

215 

15.0 

247 

3.3 

w  22.9 

6.6 

67.2 

4.2 

67 

25     00 

37 

15 

S.E. 

209 

16.2 

242 

6.0 

w;13.0 

9.0 

72.0 

4.8 

100 

20    00 

35 

00 

S.S.E. 

325 

2.6 

333 

0.0 

w    9.0 

0.0 

91.0 

1.8 

56 

15     00 

32 

50 

S.S.E. 

325 

0.3 

326 

0.0 

0.7 

0.9 

99.1 

0.8 

116 

10     00 

30 

43 

S.S.E. 

325 

2.0 

331 

0.0 

w    7.5 

1.5 

91.0 

0.0 

66 

5     00 

28 

37 

S.S.E. 

325 

17.6 

381 

5.3 

13.2 

13.8 

67.7 

16.0 

152 

Equator 

30 

41 

S.S.W. 

325 

8.8 

353 

2.8 

w  16.1 

2.8 

78.3 

0.0 

106 

3693 

3992 

1     00  S. 

31 

06 

S.S.W. 

65 

3.0 

67 

0.0 

lu  12.0 

0.0 

88.0 

0.0 

171 

3     00 

31 

06 

S.S.W. 

330 

5.8 

138 

0.0 

28.5 

0.0 

71.5 

0.0 

21 

5     00 

32 

46 

S.S.W. 

130 

10.0 

143 

0.0 

50.0 

0.0 

50.0 

0.0 

12 

5     34 

33 

00 

S.S.W. 

37 

10.0 

41 

0.0 

50.9 

0.0 

50.0 

0.0 

12 

7     00 

33 

36 

S.S.W. 

93 

7.7 

100 

0.0 

33.4 

0.0 

66.6 

0.0 

21 

7     58 

34 

00 

S.S.W. 

63 

6.6 

67 

0.0 

27.0 

0.0 

73.0 

0.0 

37 

9     00 

34 

26 

S.S.W. 

67 

6.4 

71 

0.0 

24.0 

2.0 

74.0 

0.0 

50 

If  the  wind  should,  as  it  probably  will,  head  you  off,  after  crossing  the  line  to  the  west  of  30°,  so  as  to 
force  you  to  leeward  of  33°  before  crossing  5°  30'  S.,  stand  E.  for  a  few  leagues,  or  until  the  wind  hauls  so 
as  to  let  you  lay  up. 

Aim  to  cross  the  equator  near  29° ;  and  do  not,  if  it  can  be  avoided,  go  to  the  east  of  28°  30'  after 
crossing  10°  N.  The  farther  you  go  east  there,  the  more  prevalent  are  the  calms.  Endeavor  to  cross  30° 
N.  in  about  40°  W.,  so  you  may  get  to  25°  N.  by  a  south  course.  It  is  difficult  to  get  to  the  S.  E.  between 
those  two  parallels.     Southwest  winds  are  not  uncommon  here.    Between  10°  and  the  equator,  calms  are 


404  THE  WIND  AND  CURRENT  CHARTS. 

much  more  frequent  E.  of  30°  than  to  the  W.  of  30°,  and  they  become  more  prevalent  as  you  go  east. 
Between  25°  and  30°  W.,  from  3°  to  5°  N.,  are  the  calm  latitudes  in  this  month.  See  the  Charts,  Pilot  and 
Track. 

Vessels  should  aim  never  to  get  to  leeward  of  the  track  here  laid  down  after  crossing  the  line.  The 
winds  hang  obstinately  to  the  southward  in  June.  Therefore,  take  advantage  of  all  slants  for  making  east- 
ing in  south  latitude,  until  you  get  to  9°  S.  Don't  consider  yourself  too  far  eastward,  if  in  this  month  you 
cross  this  parallel  in  31°  W.  No  calms  obtain  in  June,  south  of  the  line,  and  between  29°  W.  and  the 
coast.  Among  1,000  observations  examined  in  this  part  of  the  ocean,  for  this  month,  not  one  calm  is 
recorded. 

Between  65°  and  70°  W.,  30°  and  33°  N.,  is  a  great  place  for  calms ;  also  from  25°  to  28°  N.,  between 
60°  and  65°.  On  the  average,  you  will  carry  the  N.  E.  trades  to  8°  or  9°  N.  Equatorial  calms  are  most 
prevalent  between  6°  and  10°  K,  and  25°  and  30°  W.  But  between  30°  and  35°  W.,  the  calms  are  most 
prevalent  between  5°  and  7°  N. 

Between  30°  and  85°  W.,  you  sometimes  get  the  S.  W.  monsoons,  and  you  are  liable  to  them  from  9° 
to  1°  K 

Ship  Audubon  (C.  Whiting),  Boston  to  Canton,  seventeen  days  out. 

May  26,  1852.  Lat.  21°  01'  N.;  long.  38°  34'  W.  Winds:  light,  S.  E.,  E.  S.  E.,  E.  S.  E;  weather 
pleasant. 

May  27.     Lat.  18°  38'  N. ;  long.  37°  46'  W.     Wind :  fresh,  E.  by  S. ;  weather  pleasant. 

May  28.  Lat.  15°  39'  K;  long.  36°  26'  W.  Winds:  fresh  and  flawy,  E.  by  S.,  E.;  weather 
pleasant. 

May  29.  Lat.  12°  51'  N.;  long.  35°  15'  W.  Winds:  fresh  with  squalls,  E.,  E.  by  N.;  weather 
variable. 

May  30.  Lat.  10°  00'  N.;  long.  33°  43'  W.  Winds:  fresh  and  flawy,  E.  N.  E.,  E.  by  N.;  weather 
cloudy. 

May  31.     Lat.  7°  36'  N.;  long.  32°  23'  W.     Wind:  fresh,  with  squalls,  E.  by  N.  E.;  weather  hazy. 

June  1.  Lat.  6°  03'  N. ;  long.  32°  25'  W.  Winds :  fresh,  squally,  E.,  E.  S.  E.,  S.  E. ;  weather  cloudy, 
with  rain. 

June  2.  Lat.  4°  49'  N.;  long.  32°  00'  W.  Winds:  S.  E.,  E.,  moderate,  S.  S.  E.  to  E.  Light  and 
baffling ;  cloudy  weather. 

June  3.  Lat.  4°  31'  K;  long.  31°  27'  W.  AVinds:  light  and  baffling;  N.  E.  to  E.,  N.  E.,  E.  K  E. 
to  N. ;  weather  pleasant. 

June  4.  Lat.  3°  49'  N.;  bug.  31°  07'  W.  Winds:  light;  K,  N.  E.,  N.  E.;  weather  clear  and 
pleasant. 

June  5.  Lat.  3°  28'  N. ;  long.  31°  12'  W.  Winds :  light  and  baffling;  W.  S.  W.,  S.  S.  E.,  S. ;  weather 
pleasant,  passing  squalls. 


ROUTES  TO  KIO,  ETC.  405 

Juue  6.  Lat.  I''  46'  N.;  long.  81°  52'  W.  Winds:  moderate;  S.  S.  E.,  S.  S.  E.,  S.  E.;  weather 
pleasant. 

June  7.  Lat.  0°  02'  S.;  long.  31°  53'  W.  Winds:  moderate;  S.  E.,  E.  S.  E.,  E.  S.  E.;  weather 
pleasant. 

June  8.  Lat.  2°  14'  S.;  long.  32°  12'  W.  Winds:  moderate;  E.  S.  E.  to  S.  E.,  by  E.;  weather 
pleasant. 

June  9.  Lat.  8°  25'  S. ;  long.  82°  20'  W.  Winds :  moderate ;  S.  E.,  E,  by  S^  E.  S.  E. ;  weather  fine ; 
made  Fernando  de  Noronha. 

June  10.  Lat.  3°  16'  S.;  long.  31°  30'  W.  Winds:  moderate;  S.  E.,  S.  E.  by  S.,  S.  E.;  weather 
pleasant. 

June  11.    Lat.  5°  20'  S.;  long.  31°  27'  W.    Winds :  fresh;  S.  E.,  S.  S.  E.,  S.  E.;  weather  pleasant. 

ShijJ  Milton  (Freeman),  Boston  to  Madras,  twenty-three  days  out. 

June  7,  1851.    Lat.  20°  31'  N.;  long.  35°  50'  W.    Fresh  winds  with  occasional  squalls;  E.  S.  E.,  S.  E. 

June  8.    Lat.  18°  55'  N.;  long.  34°  40'  W.    Fresh  winds  and  clear  weather;  E.  to  E.  S.  E. 

June  9.    Lat.  16°  53'  N. ;  long.  33°  31'  W.   Fresh  breezes  and  passing  clouds ;  E.  by  N. 

June  10.     Lat.  14°  48'  N. ;  long.  31°  33'  W.    Fresh  breezes  and  hazy  weather ;  E.  by  N. 

June  11.    Lat.  12°  48'  K ;  long.  83°  12'  W.     Fine  breezes  and  pleasant ;  E.,  E.  by  N. 

June  12.    Lat.  11°  05'  K  ;  long.  28°  23'  W.    Fine  wind  and  pleasant;  E.  by  N. 

June  13.     Lat.  9°  16'  K ;  long.  27°  01'  W.    Fine  breezes  and  squally ;  E.,  E.  by  N. 

June  14.  Lat.  7°  47'  N.;  long.  25°  48'  W.  Moderate  breezes  with  occasional  squalls;  E.,  E.  N.  E., 
N.  E. 

June  15.     Lat.  6°  45'  N.;  long.  25°  10'  W.    Light  aire  and  pleasant;  N.  E.,  E. 

June  16.  Lat.  5°  57'  N.;  long.  25°  18'  W.  Light  baffling  airs;  calms,  thunder  and  lightning;  N.  E., 
baffling. 

June  17.  Lat.  5°  17'  N. ;  long.  26°  02'  W.  Light  airs  first  part ;  latter,  heavy  squalls  with  rain. 
South,  variable. 

June  18.    Lat.  4°  47'  N.;  long.  25°  11'  W.    Calms  and  squalls,  first  and  middle  part;  latter  part, 

fine  weather;  calm,  S.  by  E. 

June  19.  Lat.  3°  18'  N.;  long.  26°  02'  W.  Gentle  breezes  and  pleasant;  S.  by  E. 

June  20.  Lat.  1°  36'  N". ;  long.  27°  21'  W.  Fine  weather;  S.  S.  E. 

June  21.  Lat.  0°  24'  S. ;  long.  28°  26'  W.  Fine  weather ;  S.  E. 

June  22.  Lat.  2°  52'  S.;  long.  28°  44'  W.  Fine  weather;  moderate  breezes;  S.  E.  by  E.,  S.  E.  by 
S.,  S.  E. 

June  23.  Lat.  5°  17'  S. ;  long.  28°  54'  W.  Fine  weather;  S.  E. 


406  THE  WIND  AND  CUKRENT  CHARTS. 

Ship  Messenger  (Frank  Smith),  New  York  to  California,  eleven  days  out. 

June  13,  1852.  Lat.  19°  37'  K;  long.  38°  46'  W.  Winds:  east  throughout.  First  part,  fine  winds 
and  weather ;  middle  and  latter  parts,  light  and  squally. 

June  14.  Lat.  16°  18'  N.;  long.  38°  44'  W.  Moderate  breeze,  E.  S.  E.,  S.  E.  by  E.,  E.  S.  E.  Occa- 
sional squalls. 

June  15.  Lat.  13°  30'  N.;  long.  36°  44'  W.  First  part,  light  breezes  and  squally;  latter,  moderate 
and  fair,  E.,  E.  to  E.  by  N.,  E.  N.  E. 

June  16.  Lat.  11°  00'  N.;  long.  34°  39'  W.  First  part,  fine  breezes ;  middle  and  latter,  light,  at  E. 
by  N.  throughout. 

June  17.    Lat.  9°  00'  N. ;  long.  31°  49'  W.     Light  winds  and  fair  weather,  E.  by  N.  to  E.  N.  E. 

June  18.  Lat.  7°  18'  N. ;  long.  30°  24'  "W".  First  part,  moderate  breezes ;  latter,  baffling  airs  and 
calms ;  E.  N.  E. ;  northerly,  bafiling. 

June  19.  Lat.  7°  08'  N.;  long.  29°  50'  W.  First  part,  calm  and  cloudy;  latter  part,  light  breeze 
from  southward. 

June  20.  Lat.  6°  28'  K;  long.  29°  10'  W.  First  part,  light  airs,  S.  by  "W.,  and  clear;  middle  and 
latter  part,  calm  with  heavy  rain. 

June  21.  Lat.  5°  51'  N. ;  long.  25°  43'  W.  First  part,  calm  with  showers ;  middle  and  latter,  light 
breeze,  S.  by  W.,  S.  S.  W. 

June  22.     Lat.  4°  27'  N. ;  long.  27°  53'  W.     Moderate  breezes  and  clear ;  S.  by  W.,  S.,  S.  by  E. 

June  23.    Lat.  3°  26'  K ;  long.  29°  20'  W.     Very  light  airs  and  calms;  S.  by  E.,  calm  S. 

June  24.    Lat.  2°  25'  N. ;  long.  31°  05'  W.     Light  airs ;  S.  by  B.,  calm,  S.  S.  E. 

June  25.    Lat.  0°  30°  K;  long.  31°  54'  W.    Light  breezes ;  S.  S.  E.,  S.  E.  by  S.,  S.  E.  to  S.  E.  by  E. 

June  26.     Lat.  2°  12'  S. ;  long.  31°  56'  W.     Moderate  breezes  and  squally,  S.  E.  by  E.,  E.  S.  E. 

June  27.  Lat.  5°  04'  S.;  long.  32°  40'  W.  Light  winds  in  first  and  middle  part,  S.  E.  by  E.;  latter 
part,  fine  breezes,  S.  E.  by  E. 

Ship  Eliza  Mallory  (John  E.  Williams),  New  York  to  San  Francisco,  sixteen  days  out. 

June  4,  1852.  Lat.  21°  24'  N. ;  long.  35°  14'  W.  Barometer,  30.05 ;  temperature  of  air,  78°.  Winds : 
E.,  E.  N.  E,,  E.  N.  E.    Light  and  baffling. 

June  5.  Lat.  18°  33'  N.;  long.  34°  00'  W.  Barometer,  30.00;  temperature  of  air,  78°.  Winds: 
E.  N.  E.,  E.,  E.     First  part,  light  breezes ;  middle  and  latter,  strong.     Came  through  a  tide  rip. 

June,  6.  Lat.  15°  47'  K;  long.  32°  39'  W.  Barometer,  29.95;  temperature  of  air,  78°.  Winds: 
E.  N.  E.,  E.,  E.  by  S.    First  part,  strong  breezes ;  middle  and  latter,  squally. 

June  7.  Lat.  12°  50'  N.;  long.  31°  16'  W.  Barometer,  29.95;  temperature  of  air,  78°.  Winds: 
E.  S.  E.,  E.,  E.  N.  E.    Strong  breezes. 

June  8.  Lat.  10°  27'  N. ;  long.  30°  08'  W.  Barometer,  29.9  ;  temperature  of  air,  78°.  Winds:  east. 
Strong  breezes  and  rain  squalls.     Came  through  tide  rips.     Current  setting  to  the  eastward. 


ROUTES  TO   RIO,   ETC.  407 

Jane  9.  Lat.  7°  54' N.;  long.  29°  8' W.  Current,  eastwardly.  Barometer,  29.9;  temperature  of 
air,  82°.     Winds :  E.  by  N.    Strong  breezes. 

June  10.  Lat.  7°  8'  N.;  long.  28°  40'  W.  Current,  to  the  eastward.  Barometer,  29.9;  tempera- 
ture of  air,  82°.  Winds:  E.N.  E.,  and  calm.  First  part,  strong,  with  rain  squalls;  middle  and  latter,  calm 
and  rainy. 

June  11.  No  observation.  Current,  to  the  eastward.  Barometer,  29.9;  temperature  of  air,  78°.  Winds: 
S.  S.  W.,  and  baffling.     First  part,  squalls  from  S.  W. ;  middle  and  latter,  rain  squalls  from  all  quarters. 

June  12.  Lat.  6°  40'  N.;  long.  27°  23'  W.  Easterly  current.  Barometer,  29.9 ;  temperature  of  air, 
78°.     Winds :  S.  W.     Wind  baffling  from  west  to  S.  W.,  with  rain  squalls.    Heavy  sea  from  S,  W. 

June  13.  Lat.  6°  N.;  long.  27°  22'  W.  Easterly  current.  Barometer,  29.95;  tfemperature  of  air,  82°. 
Winds :  S.  W. ;  calm,  S.  E.     First  part,  rain  squalls ;  middle,  calm ;  latter,  light. 

June  14.  Lat.  5°  18'  N.;  long.  27°  21'  W.  Barometer,  29.90.  Temperature  of  air,  80°.  Wind: 
S.  E.    First  part,  light ;  middle  and  latter,  light  and  squally. 

June  15.  Lat.  3°  45'  N. ;  long.  28°  30'  W.  Barometer,  29.9 ;  temperature  of  air,  82°.  Winds : 
S.  S.  E.,  S.  S.  E.,  S.  by  E.     First  part,  light  and  rainy ;  middle,  squally ;  latter,  strong. 

June  16.  Lat.  2"  N. ;  long.  30°  30'  W.  Barometer,  29.9 ;  temperature  of  air,  80°.  Winds :  S.  by 
E.,  S.  E.  by  S.,  S.  S.  E.    First  part,  strong;  middle  and  latter,  moderate. 

June  17.  Lat.  1°  40'  N.;  long.  31°  37'  W.  Westerly  current.  Barometer,  29.9;  temperature  of  air, 
81°.    Wind :  S.  S.  E.    Light  winds.    At  8  A.  M.  came  through  a  tide  rip. 

June  18.  Lat.  2°  N.;  long.  30°  54'  W.  Westerly  current.  Barometer,  30;  temperature  of  air,  80°. 
Winds :  baffling,  S.  S.  E.,  S.  S.  E.    Strong  current  going  to  the  westward.     Tacked  to  the  eastward. 

June  19.  Lat.  15'  S.;  long.  31°  13'  W.  Westerly  current.  Barometer,  30;  temperature  of  air,  80°. 
Winds :  S.  E.  by  S.,  S.  E.,  S.  E.  by  E. ;  light.     Tacked  ship ;  came  through  tide  rips. 

Ship  N.  B.  Palmer  (C.  P.  Low),  New  York  to  San  Francisco,  thirteen  days  out. 

June  4,  1852.  Lat.  22°  3'  N. ;  long.  32°  29'  W.  Barometer,  30.30.  Winds :  north,  N.  E.,  and 
E.  S.  E.     Moderate  breeze,  and  pleasant. 

June  5.    Lat.  18°  14'  N.;  long.  31°  24'  W.    Barometer,  B0.30.     Wind:  E.  S.  E. 

June  6.    Lat.  14°  21' N.;  long.  29°  48' W.    Barometer,  30.30.     Wind:E.  S.  E.     Pleasant  trades. 

June  7.    Lat.  11°  16'  N.;  long.  28°  28'  W.    Barometer,  30.20.     Wind :  E.  by  S.    Pleasant  trades. 

June  8.  Lat.  8°  44' N.;  long.  26°  54' W.  Barometer,  30.20.  Wind:  E.  by  S.  Pleasant  trades. 
At  2  A.  M.  came  up  with  and  passed  the  clipper  ship  Gazelle,  which  sailed  6  days  before  us. 

June  9.  Lat.  7°  32'  N.;  long.  26°  30'  W.  Barometer,  30.20.  Winds:  E.  by  S.  Light  airs  and 
calms.     Gazelle  twelve  miles  astern. 

June  10.  Lat.  7°  20'  N. ;  long.  25°  52'  W.  Barometer,  30.30.  Winds :  E.,  S.,  N.  Light  airs  and 
calms. 

June  11.     Lat.  6°  30'  N.;  long.  24°  55'  W.     Barometer,  30.30.    Winds:  S.,  S.  S.  W.,  S.  S.  E.  '  Light 

airs  and  calms. 


408  THE  WIND  AND  CURRENT  CHARTS. 

June  12.  Lat.  5°  49'  N.;  long.  25°  14'  W.  Barometer,  30.1.  Winds:  S.  S.  E.  Light  airs  and 
calms. 

June  13.  Lat.  3°  45'  N.;  long.  26°  40'  W.  Barometer,  30.1.  Winds :  S.  by  E.,  S.  S.  E.,  S.  E.  by  S. 
Moderate  breezes  from  S.  to  S.  E.  by  S.     Gazelle  out  of  sight  astern. 

June  14.  Lat.  1°  16'  N.;  long.  28°  10'  W.    Barometer,  30.20.     Wind :  S.  S.  E.     Moderate  breezes. 

June  15.  Lat.  1°  28'  S. ;  long.  29°  32'  W.  Barometer,  30.30.  Wind:  S.  E.  by  S.  Moderate  breezes, 
and  cloudy. 

June  16.  Lat.  4°  24'  S. ;  long.  30°  38'  W.    Barometer,  30.30.    Wind :  E.  S.  E. 

Ship  Ojieida  (Wiliiam  A.  Creesy),  New  York  to  China,  nineteen  days  out. 

June  6,  1852.    Lat.  15°  53'  K;  long.  31°  25'  W.     Barometer,  30.00;  temperature  of  air,  75°;  ofv 
water,  75°.     Winds :  E.  by  S.,  E.  by  S.,  E.  by  S.     Fresh  breezes  and  hazy  weather ;  sun  obscured. 

June  7.  Lat.  12°  49'  K ;  long.  30°  37'  W.  Barometer,  80 ;  temperature  of  air,  76°  ;  of  water,  75°. 
Winds  :  E.,  E.,  E.    Moderate  breezes  and  squally,  with  showers  of  rain ;  heavy  dew. 

June  8.  Lat.  10°  31'  N.;  long.  29°  20'  W.  Barometer,  29.95;  temperature  of  air,  76°;  of  water,  75°. 
Winds:  E.,  E.,  E.,  gentle.    Night-showers;  latter  pleasant.     S.  E.  sea. 

June  9.  Lat.  8°  3'  K;  long.  27°  50'  W.  Barometer,  29.95  ;  temperature  of  air,  82°  ;  of  water,  79°. 
Winds :  E.,  E.  by  N.,  E.  by  N.     Overcast ;  heavy  clouds  hanging  at  the  S.  E.  and  S.    Ends  rainy. 

June  10.  Lat.  7°  16'  N. ;  long.  27°  40'  W.  Barometer,  29.95 ;  temperature  of  air,  77° ;  of  water,  80°. 
Winds :  E.,  calm,  calm.  Heavy  rains ;  frequent  airs  from  all  points,  but  generally  calm.  Saw  a  ship, 
apparently  a  clipper,  bound  same  way. 

June  11.  Lat.  6°  68'  K ;  long.  37°  30'  W.  Barometer,  29.95 ;  temperature  of  air,  81° ;  of  water,  81°. 
Winds :  calm,  S.,  S.  E.,  light  airs  from  S.  to  S.  E.,  and  S.  W.,  and  calm,  with  heavy  rains.  Ends  pleasant. 
Signalized  ship  Tartar,  from  New  York,  May  12,  for  Canton. 

June  12.  Lat.  6°  18'  N. ;  long.  27°  5'  W.  Barometer,  29.95  ;  temperature  of  air,  79°  ;  of  water,  81°. 
Winds ;  calm  N.  N.  W.,  calm  N.  N.  W.,  calm,  calm,  most  of  the  time.  Cats-paws  from  all  points ;  frequent 
rains. 

June  13.  Lat.  5°  34'  N. ;  long.  26°  41'  W.  Barometer,  29.95 ;  temperature  of  air,  82° ;  of  water,  81°. 
Winds  :  calm,  calm,  S.  E. ;  first  and  second  calm,  baffling,  and  rainy ;  latter,  light  airs  from  S.  E. 

June  14.  Lat.  4°  44'  N.;  long.  26°  50'  W.  Barometer,  29.95;  temperature  of  air,  82° ;  of  water,  81°. 
Winds :  S.  E.,  calm,  S.  E. ;  first  and  second,  pleasant ;  latter,  hanging  squalls  and  rains. 

June  15.  Lat.  3°  10'  N. ;  long.  27°  49'  W.  Barometer,  29.95  ;  temperature  of  air,  79°;  of  water,  81°. 
Winds:  S.  S.  E.,  S.  S.  E.,  S.  S.E.;  first  part,  rainy  and  squally ;  night  and  morning,  steady  trades. 

June  16.  Lat.  57'  N.;  long.  29°  28'  W.  Barometer,  29.95;  temperature  of  air,  80°';  of  water,  80°. 
Winds :  S.  S.  B.,  S.  E.,  S.S.  E.;  pleasant,  with  gentle  breezes.  Made  Saint  Paul's  Eocks  E.  by  S.,  four  or 
five  mUes. 

June  17.  Lat.  1°  S.;  long.  30°  11'  W.  Barometer,  29.95;  temperature  of  air,  79°;  of  water,  77°. 
Winds :  S.  E.  by  S.,  S.  E.,  S.  E.     Pleasant,  with  gentle  breezes  at  times,  approximating  to  a  calm. 


ROUTES  TO   RIO,   ETC. 


409 


June  18.  Lat.  2°  46'  S.;  long.  30°  25'  W.  Current,  E.  N.  E.,  half  knot  per  hour.  Barometer,  29.95; 
temperature  of  air,  79° ;  of  water,  79°.  Winds :  S.  E.,  E.  S.  E.,  E.  S.  E. ;  first  and  second,  very  light ;  latter, 
brisk  breezes,  squally  appearances. 

June  19.  Lat.  4°  26'  S.;  long.  30°  45'  W.  Barometer,  29.95 ;  temperature  of  air,  79 ;  of  water,  79°. 
Winds :  S.  B.  by  S.,  S.  S,  E.,  S.  E.    Squally,  with  showers  of  rain.     Stood  E.  twenty  miles. 

June  20.  Lat.  7°  S. ;  long.  32°  11'  W.  Barometer,  30 ;  temperature  of  air,  80° ;  of  water,  79°, 
Winds :  S.  S.  E.,  E.  by  S.,  S.  S.  E.    Brisk  breezes,  and  fine.    Flying  fish. 

June  21.  Lat.  9°  2' S. ;  long.  33°  55' W.  Current,  half  knot  per  hour.  Barometer,  80 ;  temperature 
of  air,  80°;  of  water,  79°.     Winds:  S.  S.  E.,  S.  S.  E.,  S.  S.  E.     Brisk  breezes,  and  cloudy  throughout. 


Boute  No.  1 

to  Rio,  etc.— 

-July. 

(For  fast  Yessels.) 

] 

OISTANCES. 

WINDS;  PER  CENT. 

itude. 

Longitude. 

Course. 

Total  No. 

Lat 

True. 

Per  cent. 

Average. 

Head. 

SLANTS  FROM 

Fair. 

Calms. 

observa- 
tions. 

N'd  or  E'd. 

S'd  or  W'd. 

From  Sandy 

Hook  to 

39° 

11' N. 

70° 

00 

E.S.E. 

199 

11.4 

222 

2.2 

11.8 

10.8 

75.2 

4.0 

310 

37 

33 

65 

00 

E.S.E. 

256 

5.4 

269 

0.2 

8.2 

6.5 

85.1 

10.7 

411 

35 

64 

60 

00 

E.S.E. 

259 

7.7 

278 

2.6 

4.7 

6.9 

85.8 

7.5 

234 

35 

00 

57 

21 

E.S.E. 

141 

5.3 

148 

0.4 

4.7 

w    7.9 

87.9 

3.4 

256 

34 

12 

55 

00 

E.S.E. 

126 

19.2 

150 

6.2 

W18.5 

10.8 

64.5 

12.2 

65 

32 

28 

50 

00 

E.S.E. 

272 

20.6 

297 

7.2 

9.6 

«;22.8 

60.2 

0.0 

84 

30 

00 

50 

00 

S. 

148 

14.4 

173 

1.7 

wl9.9 

17.4 

61.0 

1.7 

116 

25 

00 

50 

00 

S. 

300 

10.6 

352 

5.3 

m;10.5 

0.0 

84.2 

5.0 

19 

20 

24 

45 

00 

S.E. 

390 

3.5 

402 

0.0 

w    O.O 

17.4 

82.6 

0.0 

23 

20 

00 

44 

34 

S.E. 

34 

5.1 

36 

0.0 

m;18.0 

0.0 

82.0 

0.0 

28 

15 

40. 

40 

00 

S.E. 

368 

5.8 

389 

0.0 

w28.7 

0.0 

71.3 

0.0 

28 

15 

00 

39 

10 

S.E. 

57 

11.5 

57 

0.0 

w    1.4 

0.0 

98.6 

0.0 

72 

10 

48 

35 

00 

S.E. 

356 

5.9 

377 

0.0 

w;25.0 

0.0 

75.0 

7.2 

64 

10 

00 

34 

40 

S.S.E. 

52 

6.4 

55 

1.0 

w    8.2 

1.0 

89.8 

5.8 

98 

8 

06 

30 

00 

E.S.E. 

299 

11.7 

334 

1.0 

w;18.6 

15.5 

61.9 

13.4 

97 

6 

03 

25 

00 

E.S.E. 

322 

14.2 

367 

2.4 

15.6 

IV  18.0 

64.01 
44.6J 

10.7 

167 

5 

00 

25 

26 

s.s.w. 

68 

29.8 

88 

8.4 

m;35.4 

12.6 

Eqi 

lator 

27 

30 

s.s,w. 

325 
3972 

7.4 

348 

1.3 

m;21.9 

0.0 

76.8 

0.0 

78 

4322 

3 

86  S. 

29 

00 

s.s.w. 

234 

6.9 

348 

2.0 

w;21.0 

2.0 

75.0 

0.0 

401 

4 

36 

30 

00 

S.W. 

85 

0.0 

85 

0.0 

w  39.8 

0.0 

69.2 

0.0 

35 

5 

00 

30 

10 

s.s.w. 

26 

2.9 

27 

0.0 

14.2 

0.0 

85.8 

0.0 

21 

5 

50 

31 

00 

s.w. 

70 

0.0 

70 

0.0 

0.0 

0.0 

100.0 

0.0 

33 

7 

00 

31 

30 

s.s.w. 

76 

5.0 

80 

0.0 

24.9 

0.0 

75.1 

0.0 

12 

7 

30 

32 

00 

s.w. 

42 

0.6 

42 

0.0 

3.4 

0.0 

96.6 

0.0 

29 

8 

29 

33 

00 

S.W. 

84 

2.9 

86 

0.0 

14.4 

0.0 

85.6 

0.0 

21 

9 

00 

33 

51 

S.W. 

44 

1.9 

45 

0.0 

9.6 

0.0 

90.4 

0.0 

42 

10 

14 

34 

00 

S.S.W. 

80 

7.2 

86 

0.0 

26.0 

0.0 

74.0 

5.0 

39 

11 

00 

34 

19 

s.s.w. 

50 

4.2 

52 

0.0 

23.4 

0.0 

76.6 

0.0 

39 

52 


410  THE  WIND  AND   CURRENT   CHARTS. 

The  difficulties  for  this  month  consist  in  calms  and  haffling  winds,  in  certain  regions,  which  it  is 
necessary  to  avoid.  I  have,  therefore,  given  two  tracks  for  this  month,  viz :  one  for  bold  navigators  and 
fast-sailing  vessels,  that  can  lay  up  within  six  points  of  the  wind ;  and  the  other  for  dull  sailers,  that 
cannot  do  well  close-hauled.    Both  tracks  avoid  the  calms  of  the  horse  latitudes. 

There  is  not  much  dift'erence  between  them  as  they  are  here  given,  in  point  of  average  sailing  distance. 
The  difference  consists  in  better  working  breezes  by  route  No.  1,  than  the  other,  and  I  now  confine  myself 
to  this  route,  viz:  No.  1. 

In  taking  this  route,  if  you  keep  much  to  the  east  of  the  track,  say  between  the  parallels  of  35°  and 
30°  N.,  you  will  get  into  the  calms  of  the  horse  latitudes.  See,  by  the  Trade-Wind  Charts,  where  these 
calms  most  prevail  along  this  route,  and  at  this  season. 

After  reaching  the  meridian  of  50°  W.,  south  is  given  as  the  course  which  a  vessel  will  make  on  the  \ 
average  thence  to  the  parallel  of  25°, 

But  it  should  be  recollected  that  the  tracks  given  in  these  Directions,  and  which  every  navigator  who 
intends  to  be  guided  by  them  is  recommended  to  project  on  his  chart,  are  in  no  case  the  track  which  the 
vessel  herself  is  expected  actually  to  make.  Suppose  a  large  number  of  vessels  at  different  times  should 
take  this  route  as  their  guide,  the  mean  of  all  their  tracks  would  be  represented  by  the  route  which  I 
recommend ;  though  perhaps  it  would  not  represent  the  track  of  a  single  vessel  taken  separately.  Some 
would  be  on  one  side,  some  on  another ;  some  would  cross  it  in  one  place  and  some  in  another. 

It  is  difficult  to  get  navigators  to  comprehend  this.  Many  of  them  think  that,  to  go  the  routes 
recommended  by  me,  they  must  actually  run  on  the  lines  which  I  have  drawn  to  serve  merely  as  guides 
for  them,  and  for  the  purpose  of  my  own  convenience  in  illustration. 

Vessels  that  attempt  to  follow  these  routes,  will  sometimes  find  themselves  hundreds  of  miles  on  one 
side  or  the  other  of  the  track,  as  projected ;  and  when  they  find  themselves  so  driven  off  from  the  track  as 
laid  down  in  the  books,  they  should  not  attempt  to  get  back  upon  the  line  itself  as  though  it  were  a 
channel  way,  but  taking  the  direction  in  which  it  lies  as  a  guide,  and  consulting  the  charts  with  which 
they  are  supplied,  they  should  shape  their  course,  and  be  governed  accordingly. 

Every  track  that  I  have  drawn,  shows  that  head  winds  may  be  expected  along  it ;  and  when  these 
head  winds  are  encountered,  the  vessel  so  encountering  must  expect  to  be  turned  aside ;  and  whether  she 
should  beat  or  not,  or  stand  off  altogether  upon  this  or  that  track,  the  master  must  decide ;  and  he  should 
be  governed  in  his  decision  by  the  Sailing  Directions  and  the  Charts  themselves. 

With  this  general  explanation  for  all  the  routes,  navigators  who  try  this  July  route,  will  perceive  that 
I  do  not  recommend  that  they  should,  after  reaching  the  meridian  of  50°  W.,  actually  stretch  away  due 
south  for  500  miles  until  they  reach  the  parallel  of  25°  N.,  where  the  wind  will  allow  them  to  lay  up  to 
the  southward  and  eastward. 

Suppose  that  a  vessel  on  this  route  should,  on  reaching  the  meridian  of  50°,  near  lat.  32°  28',  have 
the  wind  to  come  out  from  S.  E. — as  she  will  find  it  to  do,  on  the  average,  12  times  in  100 — she  should   ■ 
not,  in  this  case,  stand  to  the  northward  and  eastward,  because  she  would  then  run  up  into  a  part  of  the 


BOUTES  TO   RIO,   ETC.  411 

ocean  where  the  calms  and  light  airs  of  the  horse  latitudes  are  most  vexatious.  If  she  cannot  lie  south, 
she  should  stand  down  to  the  southward  and  westward  until  the  wind  hauls,  or  until  she  can  reach  the 
parallel  of  31°,  and  then  go  about,  taking  care  not  to  recross  the  parallel  of  32°  and  to  the  west  of  45.° 

After  crossing  80°  N.,  strive  not  to  fall  to  the  westward  of  the  projected  track.  Consider  yourself  in 
the  best  possible  position  if  you  can  cross  the  parallel  of  25°  N.  between  40°  and  45°,  or  the  parallel  of  20° 
between  85°  and  40°.  From  either  of  these  positions,  you  will  have  no  difficulty  in  reaching  the  meridian 
of  30°  or  31°  between  the  parallels  of  9°  and  12°  N.,  where  you  will  lose  the  N.  E.  trades;  you  will  then 
take  the  equatorial  calms,  and  they  may  hang  on  you  obstinately,  if  you  go  much  farther  to  the  east;  but  you 
will  seldom  or  never  carry  them  with  you  below  6°  N.  Cross  6°  N.  by  the  shortest  possible  course. 
Losing  these  calms,  you  will  generally  get  the  S.  E.  trades ;  for  to  the  west  of  30°,  the  S.  W.  monsoons 
seldom  blow — though  they  do  sometimes;  to  the  east  of  30°  they  blow  quite  constantly  in  July.  To 
the  east  of  30°,  the  equatorial  calms  prevail  from  15°  N.  to  8°  N.,  and  you  will  be  liable  to  the  S.  "W. 
monsoons  from  11°  to  2°  N.  Hence,  you  will  observe  that  it  is  important  you  should,  if  the  winds  will 
allow  you,  cross  the  equatorial  doldrums  about  30°  W.,  and  not  go  further  east  than  27°  if  you  can  pos- 
sibly avoid  it. 

After  crossing  the  line  and  getting  the"*.  E.  trades,  if  you  should  find  yourself  unable  to  clear  the 
land,  stand  on  boldly  to  the  southward,  unless  the  wind  should  slant  so  as  to  allow  you  to  lay  well  up  to 
the  eastward  on  the  other  tack,  until  you  cross  5°  S.  to  the  west  of  33°.  Between  this  parallel  and  9°  S. 
you  can  make  either  a  south  or  an  east  course  good  on  the  average  twice  out  of  three,  and  in  some  regions 
three  times  in  four;  or  even,  when  you  get  near  the  land,  four  times  in  five.  It  is  better  to  take  the  chances 
of  these  slants,  than  it  is  to  attempt  to  make  your  easting  in  the  doldrums  north  of  the  line.  If  a  vessel 
strike  these  calms  to  the  east  of  27°  west,  she  may  consider  herself  lucky  if  she  gets  clear  of  them  in  less 
than  a  week  or  ten  days.     Don't  fear  to  pass  west  of  Fernando  de  Noronha. 

July  is  an  unfavorable  month  for  quick  passages,  let  a  vessel  take  what  route  she  will. 


412 


THB  WIND  AND  CURRENT  CHARTS, 


Borite  No.  2,  to  Bio,  efc.^JuLY. 

DISTANCES. 

WINDS;  PER  CENT. 

Longitude. 

Course. 

Total  No. 

Latitude. 

Direct. 

Per  cent.  True. 

Head. 

SLANTS  FKOM 

Fair. 

Calms. 

observa- 
tions. 

! 

N'd  or  E'd. 

S'dorW'd. 

From  Sandy 

Hook  to 

39°  11' N. 

70°  00' 

E.S.E. 

199 

11.4 

222 

2.2 

11.8 

10.8 

75.2 

4.0 

310 

37     33 

65    00 

E.S.E. 

256 

5.4 

269 

0.2 

8.2 

6.5 

85.1 

10.7 

411 

37    33 

60    00 

E. 

238 

9.0 

259 

3.4 

IV    8.6 

5.2 

82.8 

7.5 

234 

37    33 

55     00 

E. 

238 

9.0 

259 

4.8 

3.5 

w    6.3 

85.0 

3.4 

256 

37     33 

50     00 

E. 

238 

6.7 

254 

1.1 

4.9 

w    9.0 

84.1 

5.8 

262 

37     33 

45     00 

B. 

238 

8.2 

257 

2.9 

1.2 

w;10.2 

85.7 

2.8 

243 

35    54 

40     00 

E.S.E. 

259 

5.9 

274 

1.6 

2.0 

w;ll.l 

85.3 

3.3 

244 

35     00 

38     54 

S.E. 

77 

14.9 

88 

8.6 

9.0 

wl9.5 

67.9 

5.5 

829 

31    41 

35     00 

S.E. 

274 

9.6 

300 

1.0 

w  16.0 

10.0 

73.0 

3.8 

100 

30     00 

34     09 

S.S.E. 

115 

6.2 

122 

0.0 

w;17.6 

11.0 

71.4 

8.3 

46 

25     00 

31     49 

S.S.E. 

325 

8.5 

352 

8.0 

7.0 

8.0 

82.0 

3.0 

98 

21     00 

30     00 

S.S.E. 

260 

0.3 

261 

0.0 

1.5 

0.0 

98.5 

0.0 

180 

20    00 

29     84 

S.S.E. 

.65 

0.3 

65 

0.0 

0.0 

2.1 

97.9 

1.4 

142 

15     00 

27     24 

S.S.E. 

325 

0.5 

327 

0.0 

2.5 

0.0 

97.5 

1.8 

163 

10    00 

25     17 

S.S.E. 

325 

4.3 

389 

0.6 

w    8.2 

5.2 

86.0 

9.2 

158 

Thence 

S.  or  S.S.E. 

to  intersection  of  track  No.  1. 

» 

This  route  is  intended  for  dull  sailers  and  timid  navigators.  Do  not  cross  35°  N.,  to  the  west  of  45° ; 
nor  33°  N.,  to  the  west  of  40°.  After  crossing  80°  N.  in  about  33°,  you  have,  as  the  track  shows,  all  the 
chances  nearly,  of  fair  winds,  in  your  favor,  until  you  get  between  13°  and  8°  N. ;  between  which  parallels, 
if  you  be  between  the  meridians  of  25°  and  30°,  you  may  expect  to  lose  the  N.  E.  trades,  and  then  to 
contend  with  southerly  winds,  light  airs,  and  calms  (if  between  these  two  meridians),  till  you  get  between 
5°  and  2°  N.,  where  the  S.  E.  trades  will  be  found.  The  getting  from  the  N.  E.  into  the  S.  E.  trades  is 
the  difficult  part  of  the  passage,  and  the  farther  you  go  east,  the  more  difficult  this  is.  In  July,  you  can 
carry  the  N.  E.  trades  two  or  three  degrees  farther  down,  by  keeping  between  the  meridians  of  30°  and  85°, 
than  you  are  liable  to  do  between  the  meridians  of  25°  and  80°.  In  like  manner,  you  will  get  the  S.  E. 
trades  farther  to  the  north  between  the  two  former,  than  you  will  between  the  two  latter  meridians.  And 
in  this  fact  is  the  great  secret  of  the  advantage  to  be  gained  by  keeping  to  the  west. 


Ship  Albany  (L.  B.  Gorham),  from  New  York  to  San  Francisco,  twenty-one  days  out. 

June  24,  1852.  Lat.  20°  04'  N. ;  long.  40°  29'  W.  Winds:  E.  by  N.,  E.  by  N.,  E.  by  N.  Fine  breezes 
and  weather. 

June  25.  Lat.  19°  14'  N. ;  long.  39°  30'  W.  Winds :  E.,  and  E.  by  N.  Moderate  breezes  and  pass- 
ing clouds. 

June  26.    No  observation.     Wind :  E.  by  N.     Fresh  breezes,  with  fresh  squalls  of  rain. 

June  27.     Lat.  15°  48'  N. ;  long.  36°  45'  W.     Wind :  E.  by  N.     Fresh  breezes  and  squally. 

June  28.     Lat.  14°  38'  N.;  long.  35°  00'  W.     Wind  :  E.  N.E.     Moderate  breezes  with  fresh  squalls. 


ROUTES  TO   RIO,   KTC.  413 

Jane  29.    Lat.  12°  53'  K ;  long.  33°  25'  W.     Wind:  E.  by  N.     Squally  with  rain. 

June  30.    Lat.  11°  27'  N.;  long.  31°  36'  W.    "Wind  :  E.N.E.     Moderate  breezes  and  pleasant. 

July  1.    Lat.  9°  57'  N. ;  long.  27°  32'  W.    Wind :  E.  K  E.    Fine  breezes  and  clear  weather. 

July  2.  Lat.  9°  07'  N. ;  long.  29°  13'  W.  Winds :  N.  E.  to  S.  E.  Light,  variable  winds,  and  calm 
with  rain. 

[This  ship  is  now  entering  the  doldrums,  and  the  region  of  southwardly  monsoons.  That  tack  is  the 
best,  which,  under  these  circumstances,  would  enable  her  to  make  most  southing.  She  was  baffled  in  this 
region  until  the  19th,  seventeen  days;  for  it  was  not  until  the  19th  that  she  cleared  the  rains  which  mark 
this  region.] 

July  3.  Lat.  8°  59'  N. ;  long.  28°  16'  W.  Winds:  variable,  S.,  and  S.  by  W.  Light  air  and  squally, 
with  rain. 

July  4.    Lat.  8°  38'  N. ;  long.  27°  00'  W.     Wind :  S.  S.  W.    Light  breezes  and  fine  weather. 

July  5.    Lat.  7°  40'  N. ;  long.  26°  00'  W.    Winds :  S.  W.,  calm,  and  S.  W. ;  light  airs  and  calm. 

July  6.    Lat.  6°  53'  N.;  long.  29°  39'  W.     Winds:  S.  W.  by  S.,  S.  S.  W.,  and  S.;  moderate  and' 
passing  clouds. 

July  7.    Lat.  6°  07'  N. ;  long.  26°  10'  W.    Winds :  S.  S.  E.,  S.  E.  by  S. ;  light  and  hazy. 

July  8.  Lat.  5°  07'  K;  long.  26°  12'  W.  Winds:  S.  S.  E.,  S.  S.  E.,  S.  E.  by  S.;  moderate  and 
clear. 

July  »5!Jj.at.  4°  04'  N. ;  long.  26°  57'  W.     Wind:  S.  E.  by  S. ;  moderate  and  clear. 

July  10.    Lat.  8°  24'  K ;  long.  28°  25'  W.    Wind :  S.  E.  by  S. ;  gentle  breezes  and  fine  weather. 

July  11.    Lat.  3°  42'  N. ;  long.  28°  00'  W.    Wind :  S.  S.  W. ;  moderate  and  cloudy. 

July  12.    Lat.  4°  04'  N.;  long.  27°  00'  W.    Wind :  S.  by  W.  to  S.;  moderate  and  cloudy. 

July  13.  Lat.  3°  21'  N. ;  long.  27°  28'  W.  Winds :  S.,  S.  S.  E.,  S.  E.  by  S. ;  moderate  and  pleasant 
weather. 

July  14.  Lat.  2°  01'  N. ;  long.  28°  40'  W.  Winds:  S.  E.  by  S.,  S.  E.,  S.  E.  by  E. ;  gentle  breezes 
and  pleasant. 

July  15.  Lat.  1°  38'  N. ;  long.  29°  45'  W.  Winds :  S.  E.,  S.  E.,  and  S.  by  E. ;  gentle  and  light  airs, 
and  fine  weather. 

July  16.    Lat.  2°  04'  N. ;  long.  29°  30'  W.     Winds :  S.  S.  E.,  S.  by  E.,  and  S. ;  light  breeze  and  clear. 

July  17.    Lat.  2°  24'  N. ;  long.  29°  25'  W.    Winds :  S.,  S.  S.  E.,  S.  E.  by  S. ;  light  winds  and  clear. 

July  18.  Lat.  2°  42'  N.;  long.  29°  20'  W.  Winds:  S.  S.  E.,  S.  E.  by  S.,  S.  E.  by  E.;  light  breeze 
and  squally  with  rain  ;  latter  part,  fine  breezes  and  clear. 

July  19.  Lat.  1°  03'  N. ;  long.  30°  26'  W.  Winds  :  E.  S.  E.,  S.  E.,  S.  E.  by  E. ;  moderate  breezes 
and  clear. 

July  20.    Lat.  0°  57'  S.;  long.  31°  05'  W.     Winds:  S.  E.,  and  E.  S.  E.;  moderate  and  clear. 

July  21.    Lat.  2°  55'  S. ;  long.  31°  03'  W.    Wind :  E.  S.  E.;  moderate  and  pleasant. 

July  22.    Lat.  4°  57'  S. ;  long.  31°  24'  W.     Winds :  S.  E.  by  E.,  E.  S.  E. ;  moderate  and  rain. 


il^  THE   WIND  AND   CURRENT  CHARTS. 

July  23.  Lat.  7°  08'  S. ;  long.  31°  43'  W.  Winds:  S.  E.  to  E.  S.  E. ;  moderate  and  pleasant;  latter 
part,  fresh  breezes  and  squally. 

Ship  Helena  (F.  H.  Cave),  New  York  to  Port  Philip,  fifteen  days  out. 

June  25,  1852.     Lat.  21°  18'  N. ;  long.  33°  18'  W.     Strong  trades  with  passing  clouds ;  E.  by  S.,  E, 

June  26.     Lat.  17°  14'  N.;  long.  32°  37'  W.     Strong  trades  with  passing  clouds,  east. 

June  27.    Lat.  13°  25'  N.;  long.  31°  65'  W.     Moderate  winds,  smoky  weather,  east. 

June  28.    Lat.  10°  12'  N.;  long.  31°  28'  W.     Moderate  breezes,  east. 

June  29.  Sun  obscure;  lost  the  trades;  middle  part,  baffling  winds  and  calms,  with  storms  of  rain; 
ends  thick  and  rainy. 

June  30.  Lat.  7°  13' K;  long.  30°  29'  AV.  Begins  squally  with  rain,  wind  baffling;  at  midnight, 
heavy  rains  ;  9  A.  M.  weather  more  clear  with  passing  clouds,  W.  S.  "W".  ^ 

July  1.    Lat.  6°  24'  N. ;  long.  29°  39'  W.    Baffling  winds  with  rain,  W.  S.  W.,  S.  W.,  S.  S.  W. 

July  2.     Lat.  5°  31'  N. ;  long.  29°  00'  W.     Baffling  winds,  with  heavy  rains,  S.  S.  W. 

July  3.  Lat.  3°  41'  K ;  long.  29°  40°  W.  First  part,  baffling  winds.  Ends  with  fine  breezes ;  S.  S. 
W.,  S.,  S.  S.  E. 

July  4.     Lat.  0°  36'  N. ;  long.  31°  32'  W.     Strong  trades :  S.  E.  by  S.,  S.  E. 

Compare  the  track  of  the  Helena  and  Sabine  (p.  414),  with  the  track  of  the  Albany  (p.  JB^. 

They  all  came  along  about  the  same  time.  The  two  former  did  not  go  east  of  29°,  and  were  detained 
by  the  baffling  winds  of  the  doldrums,  only  two  or  three  days  each,  against  the  Albany's  two  or  three 
weeks. 

July  5.    Lat.  1°  45'  S. ;  long.  32°  15'  W.     Moderate  trades :  S.  E.  to  E.,  E.  S.  E.,  S.  E. 
July  6.    Lat.  2°  28'  S. ;  long.  31°  36'  W.    Moderate  winds :  S.  E.,  S.  S.  E.,  S.  E. 
July  7.    Lat.  3°  47'  S.;  long.  32°  22'  W.     Fresh  breezes,  with  squalls  and  rain;  made  the  Island  of 
Fernando  de  Noronha.    Winds:  S.  E.,  S.  S.  E.,  E.  S.  E. 

July  8.    Lat.  6°  45'  S.;  long.  32°  32'  W.    Strong  breezes :  E.  S.  E.,  S.  E.  by  E. 

Ship  Sabine  (H.  Libbey),  Boston  to  Calcutta,  20  days  out. 

June  25,  1852.  Lat.  21°  54'  N. ;  long.  35°  00'  W.  Moderate  breezes  and  cloudy  weather.  E.  ^  S. 
throughout. 

June.  26.     Lat.  18°  26'  N. ;  long.  34°  20'  W.     Strong  trades  with  squalls,  east. 

June  27.    Lat.  15°  13'  N.;  long.  33°  24'  W.     Strong  trades  with  squalls,  east. 

June  28.    Lat.  12°  13'  N.;  long.  32°  04'  W.     Strong  trades  with  squalls,  E.  N.  E. 

June  29.  Lat.  10°  06'  K ;  long.  30°  57'  W.  Heavy  squalls  from  eastward,  between  them  moderate 
breezes,  cloudy.     E.  N.  E.,  E.  by  N. 


ROUTES  TO   RIO,   ETC.  415 

June  30.  Lat.  8°  52'  N. ;  long.  30°  25'  W.  First  part  pleasant ;  very  light  breeze ;  middle  part,  very 
light,  with  squalls  from  S.  E.     Latter  part,  squalls  from  northward  to  eastward,  and  S.  S.  E. 

July  1.  Lat.  7°  54'  N.;  long.  29°  48'  W.  First  part,  moderate  breeze,  N.  E.  by  E.  with  heavy  rain. 
Middle  part,  squally  from  S.  E.    Latter  part,  moderate  from  southward,  with  squalls. 

July  2.  Lat.  6°  43'  N.;  long.  28°  30'  "W.  First  and  middle  parts,  light  breezes,  with  frequent  rain 
squalls,  W.  S.  W. ;  latter  part,  cloudy,  S.  W.  by  S. 

July  3.    Lat.  6°  11'  N. ;  long.  28°  45'  W.    Squally,  with  rain.     South  throughout. 

July  4.     Lat.  5°  09'  N. ;  long.  39°  15'  W.    Moderate  breeze  and  pleasant.    South,  S.  E.  by  S.,  S.  by  E. 

July  5.    Lat.  4°  28'  N. ;  long.  29°  00'  "W.    Moderate  breeze  and  pleasant;  S.  S. E.,  and  S.  by  E. 

July  6.    Lat.  2°  14'  K ;  long.  30°  15'  W.    Strong  breezes ;  S.  E.  by  S.,  S.  E.  I  S. 

July  7.     Lat.  0°  01'  S. ;  long.  31°  15'  W.    Fresh  trades,  S.  E.,  E.  S.  E.,  E.  by  S. 

July  8.    Lat.  2°  30'  S.;  long.  31°  06'  W.     Fresh  breezes  and  pleasant,  E.  by  S. 

July  9.    Lat.  5°  06'  S. ;  long.  32°  05'  W.    Fresh  breezes  and  pleasant,  E.  S.  E. 

Ship  Prohus  (David  Branscum),  New  York  to  Panama,  thirty-eight  days  out. 

July  2,  1853.  Lat.  19°  44'  N. ;  long.  30°  05'  W.  Winds :  E.  K  E.,  E.  N.  E.,  and  east.  Fresh  breezes 
and  cloudy  weather. 

July  3.  Lat.  17°  22'  N. ;  long.  29°  25'  W.  Winds :  east,  E.  N.  E.,  and  east.  Fine  breezes  and  clear 
weather. 

July  4.  Lat.  15°  12'  N. ;  long.  29°  03'  W.  Winds:  east,  east,  E.  N.  E.  Pleasant  breezes  and  clear 
weather. 

July  5.  Lat.  12°  52'  N. ;  long.  28°  45'  W.  Winds :  E.  K  E.,  N.  E.,  and  N.  E.  Pleasant  breezes  and 
cloudy  weather. 

July  6.    Lat.  11°  54'  N. ;  long.  28°  29'  W.     Winds  :  K  N.  E.,  E.  N.  E.,  and  east.     Moderate  breeze. 

July  7.    Lat.  10°  30'  N. ;  long.  28°  11'  W.    Wind :  east.    Moderate  breezes  and  cloudy. 

July  8.  Lat.  9°  01'  N. ;  long.  27°  42'  W.  Winds :  E.  N.  E.,  N.  E.,  and  east.  Light  breezes  and 
clear  weather. 

July  9.  Lat.  8°  08'  N. ;  long.  28°  18'  W.  Wind :  S.  S.  E.  Baffling  winds  and  cloudy,  with  thunder, 
lightning,  and  rain. 

July  10.    No  observation.    Winds :  S.  S.  E.,  S.  by  E.,  and  south.    Light  breezes  and  cloudy  weather; 

showers. 

July  11.     Lat.  7°  18'  N. ;  long.  27°  50'  W.     Winds :  variable.     Weather  squally. 

July  12.    No  observation.     Winds :  S.  W.,  S.  W.,  S.  W.    Moderate  breezes  and  thick  weather. 

July  13.  Lat.  5°  17'  N.;  long.  27°  22'  W.  Winds:  south,  south,  and  S.by  W.  Pleasant  breezes 
and  cloudy  weather,  with  rain. 

July  14.    Lat.  5°  06'  N. ;  long.  25°  48'  W.     Wind :  S.  by  W.  throughout.    Fresh  breezes  from  the 

southward,  and  clear. 


416  THE  WIND  AND  CURRENT  CHARTS. 

July  15.    No  observation.     Wind:  S.  by  "VV.  throughout.    Moderate  breezes,  with  thick  rainy  weather. 

July  16.  Lat.  3°  58'  K ;  long.  26°  44'  AY.  Winds :  S.  W.,  south,  and  south.  Moderate  breezes  and 
rainy  weather. 

July  17.  Lat.  2°  43'  N. ;  long.  28°  37'  W.  Winds :  south,  S.  by  W.,  and  S.  by  E.  Pleasant  breeze 
and  clear. 

July  18.  Lat.  0°  32'  N.;  long.  30°  00'  W.  AVinds:  S.S.E.,  S.E.  by  S.,  and  S.E.  Fresh  breezes 
and  clear  weather. 

July  19.    Lat.  1°  35'  S. ;  long.  31°  08'  W.    Wind :  S.  E.    Moderate  breezes  and  pleasant. 

July  20.  Lat.  3°  43'  S. ;  long.  31°  10'  AV.  AVinds :  S.  E.  by  E.,  and  E.  S.  E.  Moderate  breezes  and 
squally  ;  cloudy  weather, 

July  21.  Lat.  5°  47'  S.;  long.  32°  21'  W.  Winds:  S.E.  by  E.,  S.E.,  and  S.E.  by  S.  Pleasant 
breezes  and  cloudy,  with  light  rain  squalls.  \ 

Barque  Reindeer  (Wm.  AVeard),  Baltimore  to  San  Francisco,  seventeen  days  out. 

July  7,  1853.  Lat.  20°  57'  N. ;  long.  45°  03'  AV.  Winds :  E.,  E.  by  N.,  E.  by  N.  Moderate  breezes 
and  squally  weather. 

July  8.  Lat.  19°  06'  N. ;  long.  43°  41'  AV".  Winds :  E.  by  N.,  throughout ;  fresh  breezes  and  showers 
of  rain. 

July  9.  Lat.  16°  52'  K ;  long.  42°  04'  AV.  AVinds :  E.  by  N.,  E.  N.  E.,  and  E.  by  N.  Strong  breezes 
with  cloudy  weather. 

July  10.  Lat.  14°  41'  N.;  long.  40°  27'  W.  Winds :  E.  by  N.  throughout,  strong  breezes  and  cloudy 
with  rain. 

July  11.  Lat.  12°  45'  N.;  long.  38°  38'  W.  Winds:  E.  by  N.,  E.  K  E.,  E.  N.  E.  Strong  trades 
with  fresh  squalls. 

July  12.  Lat.  10°  56' N. long.  36°  36' W.  Winds:  E.N. E.,  N.  E.  by  E.,  and  E.N-.E.  Brisk  breezes 
and  hazy  weather. 

July  13.  Lat.  9°  30'  N.;  long.  34°  24'  W.  Winds :  E.  N.  E.,  N.  E.  by  E.,  E.  by  N.  Brisk  breezes 
with  squally  hazy  weather. 

July  14.  Lat.  8°  58'  N. ;  long.  33°  03'  W.  Winds :  variable  from  the  southward.  Variable  breezes 
and  squally  weather. 

July  15.  Lat.  7°  19'  N. ;  long.  81°  05'  W.  Winds :  S.  S.  W.  throughout,  fresh  breezes  and  heavy 
squalls. 

July  16.  Lat.  5°  44'  N. ;  long.  28°  29'  W.  Winds:  S.  W.,  S.  S.  W.,  and  S.  by  W.  Brisk  breezes 
and  passing  squalls. 

July  17.  Lat.  5°  24'  N.;  long.  26°  10'  AV.  Winds:  S.  by  W.,  S.,  and  S.  Moderate  breezes  and 
squally. 


EOUTES  TO  BIO,   ETC. 


4lY 


'  July  18.  Lat.  4°  00'  N. ;  long.  27°  34'  W.  Wiuds :  S.,  S.  by  E.,  and  S.  S.  E.  Moderate  breezes  and 
passing  squalls. 

July  19.  Lat.  1°  35'  N. ;  long.  28°  52'  W.  Winds :  S.  S.  E.,  S.  E.,  and  S.  E.  by  S.  Moderate  breezes 
with  passing  squalls  of  rain  and  wind. 

July  20.  Lat.  1°  34'  S.;  long.  30°  22'  W.  Winds:  S.  E.  by  S.,  S.  E.,  and  S.  E.  Brisk  breezes  and 
fine  weather. 

July  21.  Lat.  4°  30'  S. ;  long.  31°  26'  W.  Winds :  S.  E.,  S.  E.  by  E.,  and  S.  E.  by  E.  Brisk  breezes, 
with  squalls  of  wind  and  rain. 

July  22.  Lat.  7°  12'  S. ;  long.  32°  17'  W.  Winds:  S. E. by  E.,  S.  E.,  and  S.  E.  by  S.  Strong  breezes, 
with  heavy  squalls  of  wind  and  rain. 

Ship  Bohert  Burton  (John  W.  Dicks),  New  York  to  Columbia  River,  thirty  days  out. 

July  19,  1852.  Lat.  21°  20'  N.;  long.  37°  48'  W.  Winds  :  E.  S.  E.,  by  S.,  E.  by  S.  Fresh  winds 
and  squally. 

July  20.    Lat.  18°  49' N.;  long.  36°  53' W.     Winds:  E.  by  S.     Squally  throughout. 

July  21.     No  observations.     Winds :  E.  by  S.     Squally. 

July  22.  Lat.  14°  08'  N.;  long.  35°  14'  W.  Winds:  E.  by  S.,  E.  by  S.,  E.  N.  E.  First  part,  squally ; 
latter  part,  pleasant. 

July  23.  Lat.  12°  25'  N. ;  long.  33°  00'  W.  Winds :  E.  N.  E.,  E.  N.  E.,  N.  W.  First  part,  moderate 
with  rain ;  latter,  light  wind  from  N.  W. 

July  24.    Lat.  11°  28'  N.;  long.  31°  43'  W.     Winds:  N.  W.,  N.  W.,  S.  W.     Showery  all  day. 

July  25.    Lat.  10°  47'  N.;  long.  30°  31'  W.     Wind:  S.  W.    Eainy  and  squally  all  through  this  day. 

July  26.  Lat.  10°  06'  N.;  long.  30°  20'  W.  Winds:  S.  W.,  S.  W.,  N.  Eainy,  squally,  and  variable 
weather  through  this  day. 

July  27.  Lat.  8°  48'  S.;  long.  29°  25'  W.  Current,  1.7  knots  per  hour.  Winds:  first  part,  north; 
middle  and  latter,  all  around  the  compass.    Rainy,  squally,  and  variable  weather. 

July  28.  Lat.  8°  02'  N.;  long.  28°  50'  W.  Winds:  N.,  S.  S.  W.,  S.  W.  First  part,  light  airs;  wind 
hauled  to  S.  S.  W.  in  a  heavy  squall. 

July  29.  No  observations.  Winds:  S.  S.  W.,  S.  W.  by  S.,  S.  W.  by  S.  Rainy,  cloudy,  disagreeable 
weather. 

July  30.    Lat.  7°  41'  N.;  long.  24°  55'  W.    Wind:  S.  W.  by  S.     Cloudy,  rainy  weather. 

July  31.  Lat.  6°  58'  N.;  long.  23°  19'  W.  Winds:  S.  W.  by  S.,  S.  S.  W.,  S.  S.  W.  Clouds  moving 
with  great  rapidity,  N.  E.  by  E.;  the  upper  clouds  moving  slowly  S.  by  W. 

Aug.  1.  Lat.  5°  59'  N. ;  long.  21°  50'  W.  Wind:  S.  W.  Feel  I  am  steering  too  far  east,  but  have 
had  the  neuralgia  for  the  past  twenty  days,  so  as  to  be  hardly  able  to  move,  and  the  ship  is  so  crank,  we  do 
not  get  along  very  well  by  the  wind. 

Aug.  2.     Lat.  4°  31'  N.;  long.  20°  05'  W.     Wind :  S.  S.  W.     Shall  tack  if  no  change  occurs. 
53 


418 


THE  WIND  AND  CUEEENT  CHARTS. 


Aug.  8.  Lat.  4°  58'  K;  long.  20°  28'  "W.  Wind :  S.  S.  "W.  Tacked— lay  up  W.  half  S.  Saw  many 
Carey  Chickens.     Beautiful  weather. 

Aug.  4.  Lat.  4°  01'  K;  long.  22°  26'  "W.  Winds:  S.  S.  W.,  S.-S.  W.,  S.  Fine  weather,  and  the 
wind  hauling  more  favorable. 

Aug.  5.     Lat.  2°  13'  N. ;  long.  24°  27'  W.     Wind :  S.  S.  E.    Have  now  the  S.  E.  trades,  I  hope. 

Aug.  6.  Lat.  0°  19'  S.;  long.  26°  47'  W.  Wind:  S.  S.  E.  Crossed  the  equator  at  8  hours  15  min. 
A.  M.,  in  long.  26°  25'  W. 

Aug.  7.  Lat.  3°  02'  S. ;  long.  28°  33'  W.  Winds:  S.  S.  E.,  S.  E.,  S.  B.  Very  beautiful  weather,  and 
fine  breeze. 

Aug.  8.  Lat.  5°  46'  S. ;  long.  30°  19'  W.  Winds:  S.  E.  by  S.,  S.  E.  by  S.,  S.  B.  Fine  weather  and 
winds. 

Aug.  9.  Lat.  7°  40'  S.;  long.  32°  15'  W.  Winds:  S.  E.,  S.  E.,  S.  S.  E.  Squally;  heavy  banks  of 
cumulus  in  the  south ;  the  wind  inclined  that  way.  ■• 

Aug.  10.    Lat.  7°  58'  S. ;  long.  33°  12'  W.    Winds :  S.  S.  E.,  S.  S.  W.,  S.  E.  by  S.    Squally. 


Route  to  Rio, 

etc. — 

August. 

DISTANCES 

WINDS ;  PEE  CENT. 

Longitude. 

Course. 

Total  No. 

Latitude. 

Direct. 

Per  cent. 

True. 

Head. 

SLANT! 

FROM 

Fair. 

Calms. 

observa- 
tious. 

N'd  or  E'd. 

S'd  orW'd. 

From  Sandy 

Hook  to 

39°  11' K 

70° 

00' 

E.S.E. 

199 

12.3 

228  3.0 

13.2 

11.4 

72.4 

5.4 

866 

37     33 

65 

00 

E.S.E. 

256 

9.8 

281   3.2 

5.0 

wlO.Z 

81.5 

3.5 

221 

35    54 

60 

00 

E.S.E. 

259 

8.0 

280  2.2 

5.4 

w    9.7 

82.7 

4.1 

185 

35    00 

57 

20 

E.S.E. 

141 

10.9 

156|  4.6 

3.9 

w    7.8 

88.7 

7.2 

154 

33     04 

55 

00 

S.E. 

165 

8.5 

178!  1.9 

u;11.4 

3.8 

82.9 

3.6 

58 

31     19 

50 

00 

E.S.E. 

275 

9.6 

302;  2.6 

10.4 

w  13.0 

74.0 

0.0 

76 

30     00 

46 

17 

E.S.E. 

207 

15.2 

288,  4.6 

9.2 

w;25.3 

60.9 

6.5 

43 

29     32 

45 

00 

E.S.E. 

72 

39.2 

lOO:  8.0 

w;48.0 

28.0 

16.0 

7.4 

25 

25     00 

42 

54 

S.S.B. 

294 

6.4 

3121  1.5 

wl^.l 

0.0 

79.4 

2.9 

68 

22     21 

40 

09 

S.E. 

225 

7.7 

242 1  0.0 

m;16.8 

7.2 

77.0 

6.7 

42 

20     00 

38 

57 

S.S.E. 

153 

4.8 

160'  2.0 

w    8.0 

0.0 

90.0 

0.0 

49 

15    00 

36 

47 

S.S.E. 

325 

7.0 

8471  3.7 

w    5.5 

0.0 

90.8 

0.0 

54 

10     50 

35 

00 

S.S.E. 

271 

8.5 

2941  2.8 

w    8.6 

4.7 

83.9 

7.1 

105 

10     00 

34 

38 

S.S.B. 

54 

11.5 

60 !  8.4 

w;ll.l 

6.6 

78.9 

9.0 

90 

8     06 

30 

00 

E.S.E. 

297 

8.0 

320|  0.0 

8.8 

w  15.8 

75.4 

8.1 

57 

5     00 

26 

53 

S.E. 

263 

4.6 

275  0.0 

4.4 

w  15.9 

79.7 

7.4 

114 

Equator 

28 

57 

S.S.W. 

825 

10.1 

358  1.3 
4126 

lu  35.1 

0.0 

63.6 

1.2 

78 

8781 

1     00  S. 

29 

22 

S.S.W. 

65 

1.4 

66  0.2 

4.5 

0.8 

95.0 

0.0 

402 

2     32 

30 

00 

s.s.w. 

99 

5.7 

105;  0.0 

28.5 

0.0 

71.5 

0.0 

21 

3     00 

30 

12 

S.S.W. 

30 

13.3 

34  0.0 

66.6 

0.0 

83.4 

0.0 

9 

5     00 

31 

00 

s.s.w. 

130 

6.7 

139  0.0 

33.8 

0.0 

66.7 

0.0 

18 

7     00 

31 

50 

s.s.w. 

130 

0.0 

130'  0.0 

0.0 

0.0 

0.0 

0.0 

18 

Thence 

ad  III 

). 

ROUTES  TO  BIO,   ETC.  419 

The  only  precaution  to  give  with  regard  to  this  route — for  in  August  the  passage  is  liable  to  be 
tedious  by  any  route — is  not  to  cross  the  meridian  of  50°  W.  to  the  north  of  31°,  or  to  the  south  of  29°  N. 

After  reaching  the  meridian  of  35°  between  the  parallels  of  11°  and  10°  N.,  stand  straight  as  the 
winds  will  allow  for  the  equator  in  about  29°  or  80°,  not  caring  if  you  fall  upon  the  line  as  far  as  33°  "W. 
After  getting  the  S.  E.  trades  in  this  month,  there  is  no  difficulty  in  making  stretches  to  the  E.;  for  the 
S.  E.  trades,  frequently,  at  this  season  of  the  year,  blow  from  S.  S.  E. ;  and  if  navigators  will  bear  this  fact 
in  mind,  they  should  not  be  discouraged  if  the  wind  should  force  them  to  cross  the  equator  as  far  west  as 
35° ;  some  have  even  crossed  in  41°,  and  made  good  passages  by  taking  advantage  of  slants  south  of  the 
line  to  make  easting  with.  But,  of  course,  no  navigator  would  willingly  cross  so  far  to  the  westward  as 
longitude  40°.  Actual  trial  has  shown  the  best  crossings  to  be  in  34°  for  10°  N". ;  in  29°  for  5°  N. ;  and 
in  31°  for  the  line:  the  average  passage  to  this  last  crossing  from  the  United  States  being  25 J  days,  and  3 
days  thence  to  the  fair  way  off  St.  Eoque. 

Vessels  from  ports  south  of  the  Capes  of  Virginia,  that  intend  to  try  this  route,  should  run  up  to  34°, 
and  continue  between  the  parallels  of  34°  and  35°,  until  they  fall  in  with  the  route  as  projected,  which  they 
will  do  somewhere  between  the  meridians  of  55°  and  60°.  This  they  are  recommended  to  do  on  account 
of  the  calms  of  the  horse  latitudes,  with  which,  by  keeping  south  of  34°,  in  this  season  and  part  of  the 
ocean,  they  are  liable  to  be  bothered. 

In  August,  if  between  the  meridians  of  30°  and  35°,  expect  to  lose  the  N.  E.  trades  from  14°  to  10° 
N. ;  to  have  the  equatorial  calms  from  13°  to  9°  N. ;  and  the  S.  "W.  monsoons  occasionally  only  from  12°  to 
6°N. 

Between  the  meridians  of  25°  and  30°  W.,  the  N.  E.  trades  are  sometimes  lost  in  17°  K,  generally  in 
12°,  though  they  are  occasionally  carried  to  9°  ;  seldom  below.  The  calms  prevail  from  15°  to  8°  N".,  and 
the  S.  "W.  monsoons  with  considerable  regularity  from  14°  N.  to  the  equator.  That  is,  you  are  liable  to 
get  them  somewhere  between  14°  N.  and  the  equator,  as  you  are  liable  to  encounter  the  calms  and  to  lose 
the  N.  E.  trades  between  the  parallels  above  stated. 

Ship  Seaman  (W.  B.  Daniels),  New  York  to  San  Francisco,  fifteen  days  out. 

Aug.  18,  1852.  Lat.  26°  03'  N. ;  long.  39°  29'  W.  Winds :  calm,  S.  E.,  S.  First  part,  calm ;  middle 
part,  light  and  baffling  airs ;  thick  banks  of  fog  and  very  dark ;  latter  part,  fresh  and  pleasant. 

Aug.  19.  Lat.  22°  09' K;  long.  38°  57' W.  Barometer,  30.20;  temperature  of  air,  81°.  Wind:E.; 
fresh  trades,  with  passing  squalls. 

Aug.  20.  Lat.  18°  24'  K ;  long.  38°  02'  W.  Current,  K  W.,  I  knot  per  hour.  Barometer,  30.10. 
Wind :  E.  by  N. ;  fresh  trades,  and  squally. 

Aug.  21.  Lat.  15°  12'  K;  long.  36°  50'  W.  Current,  K  N.  W.,  f  of  a  knot  per  hour.  Wind :  E, 
by  N. ;  brisk  trade-winds,  and  squally  gloomy  weather. 

Aug.  22.  Lat.  11°  52'  N. ;  long.  35°  25'  W.  Temperature  of  air,  82° ;  of  water,  81°.  Wind :  E.  by 
N. ;  fresh  trades,  and  squally. 


420  THE  WIND  AND  CURRENT  CHARTS. 

Aug.  23.  Lat.  11°  07'  N.;  long.  36°  06'  W.  Barometer,  30.00.  Winds  :  E.,  calm,  calm ;  first  part, 
light  winds ;  middle  and  latter  part,  calm.     Observed  tide  rips. 

Aug.  24.  Lat.  9°  20'  N. ;  long.  34°  20'  W.  Winds:  calm,  S.  S.  E.,  S.  W.  by  S.;  first  part,  calm  ; 
middle,  moderate  and  rainy  ;  latter,  fresh  and  squally.     A  large  swell  from  S.  E. 

Aug.  25.  Lat.  7°  50'  N. ;  long.  31°  W.  Current,  K,  f  knot  per  hour.  Barometer,  30.00 ;  tempera- 
ture of  air,  82° ;  of  water,  81°.     Winds :  S.  S.  W. ;  fresh  breezes,  with  passing  squalls. 

Aug.  26.  Lat.  6°  46'  K  ;  long.  28°  28'  W.  Current,  K,  |  knot  per  hour  ;  temperature  of  air,  81°. 
Wind :  S.  S.  W. ;  first  and  middle  parts,  moderate ;  latter,  fresh. 

Aug.  27.  Lat.  5°  46'  K  ;  long.  27°  28'  W.  Current,  N.,  i  knot  per  hour.  Wind :  S.  by  W. ;  fresh 
breezes  and  squally. 

Aug.  28.  Lat.  4°  46'  N. ;  long.  28°  54'  W.  Temperature  of  air,  82°.  Wind  :  S.  '  W. ;  moderate 
breezes  and  pleasant  weather.  ' 

Aug.  29.  Lat.  3°  31'  N.;  long  30°  26'  W.  Temperature  of  air,  81*.  Wind:  S.  by  E.;  light  winds 
and  pleasant. 

Aug.  30.  Lat.  1°  53'  N. ;  long.  30°  52'  W.  Winds :  S.  by  E.,  S.  S.  E.,  S.  E.  by  S. ;  moderate  breezes 
and  pleasant. 

Aug.  31.  Lat.  0°  15'  N. ;  long.  31°  45'  W.  Current,  W.  N.  W.,  J  knot  per  hour.  Barometer,  30.10 ; 
temperature  of  air,  80° ;  of  water,  80°.     Wind :  S.  E.  by  S. ;  moderate  breezes  and  pleasant. 

Sept.  1.  Lat.  2°  08'  S. ;  long.  32°  30'  W.  Barometer,  30.00 ;  temperature  of  water,  79°.  Winds  : 
S.  E.  by  S.,  S.  E.  by  S.,  S.  E. ;  moderate  breezes  and  pleasant. 

Sept.  2.  Lat.  3°  45'  S.;  long.  32°  15'  W.  Temperature  of  water,  78°.  Wind:  S.  E.;  first  and 
middle  parts,  light  and  pleasant ;  ends-  with  strong  breezes.  At  noon,  saw  Fernando  de  Noronha,  bearing 
W.  S.  W.  ten  miles  distant. 

Sept.  3.  Lat.  7°  S.;  long.  33°  06'  W.  Barometer,  30.10.  Wind :  S.  E.  by  E. ;  fresh  trade-winds 
and  pleasant  weather. 

Ship  Eagle  (John  S.  Farron),  New  York  to  San  Francisco,  fifteen  days  out. 

July  25.     Lat.  19°  5'  N. ;  long.  46°  30'  W.     Winds:  E.  by  S.,  E.  S.  E.,  E.  S.  E.     Fair  weather. 

July  26.  Lat.  15°  20'  N.;  long.  44°  55'  W.  Wind:  E.  by  S.,  east,  and  east.  Fresh  breezes  and 
squally,  with  rain. 

July  27.    Lat.  12°  48'  N.;  long.  44°  30'  W.    Winds :  E.  by  S.,  E.  by  E.,  E.  S.  E.     Pleasant  weather. 

July  28.    Lat.  10°  58'  N. ;  long.  44°  10'  W.     Winds :  E.  S.  E.,  E.  S.  E.,  and  east.     Pleasant  weather. 

July  29.     Lat.  8°  57'  N. ;  long.  43°  47'  W.     Wind :  E.  by  S.     Occasional  squalls  with.  rain. 

July  30.  Lat.  7°  49'  N. ;  long.  43°  39'  W.  Winds :  E.  by  S.,  E.,  and  S.  S.  E.  Calms,  squalls,  and 
rain. 

July  31.    Lat.  7°  12'  K;  long.  42°  10'  W.    Wind  from  S.  to  K.  W.    Baffling,  with  squalls. 


ROUTKS  TO  UIO,  ETC. 


421 


Aug.  1.  Lat.  7"  44'  N.;  long.  39°  16'  W.  Winds:  S.  W.,  W.,  and  S.  W.  Squally,  witli  hard 
rain. 

Aug.  2.  Lat.  7°  66'  N.;  long.  36°  41'  W.  Winds:  S.,  S.  S.  E.,  and  S.  E.  by  S.  Squally,  rainy 
weather. 

Aug.  3.    Lat.  7°  42'  N. ;  long.  35°  53'  W.    Wind :  S.  by  E.,  and  calm ;  constant  rain. 

Aug.  4.    Lat.  7°  50'  K ;  long.  35°  01'  W.    Variable  winds,  and  squally,  with  rain. 

Aug.  5.    Lat.  7°  40'  N. ;  long.  35°  21'.  W.    Winds :  S.  S.  W.,  S.  W.,  and  S.  W.,  squally,  with  rain. 

Aug.  6.  Lat.  7°  29'  N. ;  long.  33°  47'  W.  Winds :  S.  S.  W.,  S.  S.  W.,  and  S.  E.  Moderate  breezes 
and  squally. 

Aug.  7.  Lat.  7°  3'  N.;  long.  33°  16'  W.  Winds:  calm,  S.  W.  by  S.,  S.  W.  by  S.  Squally,  with 
rain. 

Aug.  8.  Lat.  6°  56'  K;  long.  29°  52'  W.  Winds:  S.  S.  W.,  calm,  and  S.  by  E.  Squally,  with 
rain. 

Aug.  9.    Lat.  6°  34'  N. ;  long.  26°  48'  W.     Winds :  S.,  S.  S.  W.,  and  S.  S.  W.     Squally,  with  rain. 

Aug.  10.  Lat.  5°  45'  N. ;  long.  22°  53'  W.  AVinds :  S.  by  W.,  S.  S.  W.,  and  S.  by  W.  Squally 
with  rain. 

[The  Eagle  had  bad  luck  certainly,  inasmuch  as  she  found  the  N.  E.  trades  with  southing  in  them. 
She  met  the  doldrums  just  south  of  the  parallel  of  9°  N.  and  near  the  meridian  of  44°  W.  Here,  Captain 
Farron  availed  himself  of  the  monsoons  to  go  east ;  and  at  the  end  of  9  days  finds  himself  to  leeward  on  the 
other  side  of  his  route.  On  August  8,  being  in  29°  50',  he  finds  the  monsoon  S.  by  E.,  right  in  his  teeth. 
He  stands  on,  and  the  next  day  is  so  far  to  the  east  that  his  course  now  is  S.  S.  W. ;  at  that  point,  he  gets 
the  wind ;  and  thus  he  is  forced  to  go  as  far  as  22°  W.  before  he  can  cross  the  parallel  of  5°  N.  I  do  not 
think  that  the  facts  exhibited  on  the  Charts  would  justify  any  one  in  pronouncing  an  opinion  against 
the  propriety  of  the  course  pursued  to  get  to  the  eastward.  Compare  the  Eagle's  track  with  that  of  the 
Candace  (p.  422).  The  C.  crossed  the  parallel  of  20°  N.  nearly  500  miles  east  of  where  the  Eagle  crossed 
it ;  yet,  notwithstanding  the  Eagle's  misfortunes,  she  beat  the  Candace  a  week  to  Cape  St.  Eoque.] 

Aug.  11.    Lat.  4°  7'  N. ;  long.  24°  41'  W.    Winds:  S.,  S.  by  E.,  and  S.  S.  E.    Pleasant. 

Aug.  12.     Lat.  2°  N. ;  long.  26°  36'  W.     Winds :  S.,  S.  by  E.,  and  S.  S.  E.     Fair  weather. 

Aug.  13.     Lat.  24'  S. ;  long.  28°  29'  W.     Winds :  S.  by  E.,  S.  S.  E.,  and  S.  by  E.     Fair  weather. 

Aug.  14.    Lat.  2°  24'  S.;  long.  30°  4'  W.    Winds:  S.  S.  E.  and  S.  by  E.    Fair  weather. 

Aug.  15.    Lat.  4°  59'  S. ;  long.  32°  30'  W.    Winds :  S.  S.  E.  and  S.  by  E.    Fair  weather. 

Aug.  16.  Lat.  6°  1'  S.;  long.  34°  16'  W.  Winds :  S.  S.  E.,  S.  by  E,,  and  S.  Strong  gales  and  heavy 
squalls,  rain. 


Barque  Panchita  (Peterson),  New  York  to  Buenos  Ayres,  twenty  days  out. 

Aug.  5,  1850.    Lat.  21°  12'  K ;  long.  40°  46'  W.    Fresh  and  cloudy.     Wind :  E.  N.  E. 

Aug.  6.    Lat.  19°  25'  N. ;  long.  39°  48'  W.    Fresh  and  cloudy.    Winds :  E.,  E.  by  N. 


422  THE  WIND  AND  CURRENT  CHARTS. 

Aug.  7.  Lat.  17°  41'  N. ;  long.  38°  37'  W.    Variable,  with  squalls.    Wind :  E. 

Aug.  8.  Lat.  15°  32' K;  long.  37°  10' W.     Fresh  and  cloudy.     Wind:  eastward. 

Aug.  9.  Lat.  13°  21'  N.;  long.  35°  43'  W.     Moderate  and  clear.     Wind :  E. 

Aug.  10.  Lat.  10°  42'  K:  long.  34°  28'  W.  Moderate  breezes;  variable,  rain  squalls.  Wind: 
N.  E. 

Aug.  11.  Lat.  9°  56'  K ;  long.  33°  18'  W.     Moderate  and  cloudy.     Winds :  E.  S.  E.,  S.,  S.  W.  by  S. 

Aug.  12.  Lat.  8°  34'  N.;  long,  (no  obs.).  Strong  breezes  and  heavy  rain  squalls.  Wind:  S. 
W.  by  S. 

Aug.  13.  Lat.  8°  2'  N.;  long.  29°  45'  W.     Moderate  breezes  and  hazy.     Winds :  S.  W.,  S. 

Aug.  14.  Lat.  7°  48'  N.;  long.  28°  27'  W.    Light  airs  and  foggy.     Wind:  S.  by  W. 

Aug.  15.  Lat.  7°  42'  N. ;  long.  28°  00'  W.    Light  breeze,  S.  by  W. 

Aug.  16.  Lat.  7°  28' N;  long.  28°  30' W.    Strong  breeze,  S.  E.,  S.,  S.  W. 

Aug.  17.  Lat.  6°  43'  N.;  long.  26°  42'  W.     Fresh  breeze  and  cloudy,  W.  S.  W.,  S.  W.,'S.  by  W. 

Aug.  18.  Lat.  6°  10'  N. ;  long.  25°  04'  W.     Moderate  and  clear,  S.  S,  W. 

Aug.  19.  Lat.  5°  00'  N. ;  long.  23°  20'  W.    Light  breeze  and  hazy,  S.  S.  W.,  S.  W. 

Aug.  20.  Lat.  4°  21'  N. ;  long.  24°  12'  W.     Moderate  and  pleasant,  S.  W.  by  S. 

Aug.  21.  Lat.  3°  31'  N. ;  long.  25°  55'  W.     Moderate  and  pleasant,  S.  W.  by  S. 

Aug.  22.  Lat.  2°  03'  N. ;  long.  ( ?)  W.     Moderate  and  pleasant,  S.  S.  E. 

Aug.  23.  Lat.  0°  15'  K;  long.  28°  47'  W.    Fresh  breeze,  S.  S.  E. 

Aug.  24.  Lat.  1°  23'  S.;  long.  29°  30'  W.     Strong  breezes  and  cloudy,  S.  S.  E. 

Aug.  25.  Lat.  3°  35'  S. ;  long.  30°  34'  W.     Moderate,  S.  E. 

Aug.  26.  Lat.  6°  23'  S. ;  long.  31°  35'.    Moderate,  S.  E. 

Barque  Gandace  (Joseph  Arquit),  New  York  to  Shanghai,  23  days  out. 

Aug.  9,  1849.  Lat.  19°  30'  N. ;  long.  39°  23'  W.  Winds  :  E.,  E.  by  S.,  E.  by  S.  Fresh  breeze  and 
pleasant ;  a  heavy  sea. 

Aug.  10.     Lat.  16°  57'  N. ;  long.  37°  48'  W.     Wind :  E.     Brisk  breeze  and  pleasant. 

Aug.  11.  Lat.  14°  20'  K ;  long.  36°  17'  W.  Winds:  E.,  E.,  and  E.  S.  E.  Brisk  winds,  and  clear 
weather. 

Aug.  12.  Lat.  12°  48'  N.;  long.  35°  48'  W.  Winds;  E.,  E.  N.  E.,  and  E.  N.  E.  Moderate  breezes 
and  passing  squalls. 

Aug.  13.    Lat.  11°  25'  N. ;  long.  35°  53'  W.    Wind :  E.  K  E.    Moderate  breezes  and  clear. 

Aug.  14.  Lat.  10°  41'  K;  long.  32°  59'  W.  Winds :  E.  N.  E.,  E.  S.  E.,  and  S.  W.  Baffling  winds 
and  weather. 

Aug.  15.     Lat.  9°  31'  N. ;  long.  81°  17'  W.     Winds  :  S.  W.,  S.  W.  by  W.,  W.  S.  W.     Baffling  winds. 

Aug.  16.  Lat.  8°  00'  N. ;  long.  29°  45'  W.  Winds:  S.  W,  to  N.  W.  Brisk  baffling  winds,  and  rain 
squalls. 


i^^ 


EOXn'ES  TO  RIO,  ETC.  423 


Aug.  17.  Lat.  7°  32'  K;  long.  27°  00'  W.  Winds :  S.  S.  W.,  S.  S.  "W.,  and  S.  W.  Strong  winds ; 
much  rain. 

Aug.  18.  Lat.  6°  42'  K;  long.  24°  50'  W.     Wind :  S.  S.  W.    Strong  winds  and  pleasant  weather. 

Aug.  19.  Lat.  6°  40'  N.;  long.  28°  02'  W.  Wind:  S.  S.  W.,  S.,  and  S.  S.  W.  Light  winds  and 
clear  pleasant  weather. 

Aug.  20.  Lat.  6°  16'  N. ;  long.  23°  08'  W.     Winds :  S.  S.  W.,  and  S.  S.  W. ;  light  winds,  and  clear. 

Aug.  21.  Lat.  5°  52'  N. ;  long.  23°  29'  W.  Winds :  S.  S.  W.,  S.,  and  S.  S.  W. ;  variable  winds  and 
weather. 

Aug.  22.  Lat.  5°  26'  N. ;  long.  21°  44'  W.     Wind :  S.  S.  W. ;  strong  wind,  passing  squalls. 

Aug.  23.  Lat.  4°  50'  K  ;  long.  22°  29'  W.     Wind:  S.;  light  winds  and  calms. 

Aug.  24.  Lat.  3°  51'  K ;  long.  21°  50'  W.  Winds  :  S.  S.  W.,  S.  W.,  S.  W. ;  moderate  breezes  and 
squally. 

Aug.  25.  Lat.  2°  56'  N. ;  long.  20°  23'  W.     Wind :  S.  W. ;  brisk  winds,  and  cloudy. 

Aug.  26.  Lat.  1°  38'  N. ;  long.  22°  27'  W.     Winds:  S.,  S.,  and  S.  S.  E. ;  light  winds. 

Aug.  27.  Lat.  0°  16'  S. ;  long.  24°  08'  W.  Winds :  S.  S.  E.,  S.  E.  by  S.,  and  S.  E.  by  S.;  moderate 
trades  and  pleasant. 

Aug.  28.  Lat.  2°  24'  S.;  long.  25°  23'  W.     Wind:  S.  S.  E. ;  light  winds  and  pleasant. 

Aug.  29.  Lat.  5°  05'  S.;  long.  27°  01'  W.  Winds:  S.  S.  E.,  S.  E.  by  S.,  and  S.  E.  by  S. ;  moderate 
trades  and  pleasant. 

Ship  Louis  Philippe  (R.  Benthal),  Baltimore  to  Valparaiso,  twenty-two  days  out. 

Aug.  10,  1849.  Lat.  18°  22'  N. ;  long.  35°  15'  W.  Winds:  E.  by  N.,  E.  by  S.,  and  S.  E.;  cloudy 
and  hazy. 

Aug.  11.  Lat.  15°  55'  N.;  long.  36°  48'  W.    Wind :  E. ;  damp,  cloudy  weather. 

Aug.  12.  Lat.  13°  05'  N. ;  long.  35°  10'  W.    Winds :  E.,  and  E.  by  N. ;  cloudy  and  damp. 

Aug.  13.  Lat.  11°  17'  N.;  long.  34°  10'  W.     Winds:  E.  by  K,  and  E.  N.  E.;  cloudy. 

Aug.  14.  Lat.  10°  51'  N. ;  long.  33°  24'  W.     Wind :  variable ;  cloudy,  with  light  showers. 

Aug.  15.  Lat.  10°  07'  N.;  long.  32°  33'  W.    Winds :  S.  W.  and  W.  K  W.;  cloudy,  with  light  rain. 

Aug.  16.  Lat.  1°  13'  N.;  long.  31°  26'  W.    Wind  :  N.  W. ;  cloudy  and  rain/. 

Aug.  17.  Lat.  7°  55'  N.;  long.  30°  01'  W.    Wind:  S.  W.;  rainy  weather. 

Aug.  18.  Lat.  7°  52'  N.;  long.  26°  46'  W.    Wind:  S.  S.  W.;  squally  and  rainy. 

Aug.  19.  Lat.  7°  19'  N.;  long.  24°  52'  W.     Wind:  southerly;  clear  and  pleasant. 

Aug.  20.  Lat.  7°  05'  N.;  long.  24°  30'  W.    Wind:  southerly;  cloudy;  a  large  sea. 

Aug.  21.  Lat,  6°  09'  K;  long.  23°  33'  W.  Winds:  S.  W.,  W.  S.  W.,  and  S.  S.  W.;  cloudy  with 
squalls.  • 

Aug.  22.  Lat.  5°  45'  N.;  long  21°  30'  W.     Winds:  S.  S.  W.,  S.  S.  W.,  and  S.;  weather  pleasant. 

Aug.  23.  Lat.   5°  23'  N.;  long.  20°  55'  W.    Wind:  S.  S.  W.;  clear  weather. 


424  THE  WIND  AND  CURRENT  CHARTS. 

Aug.  24.  Lat.  3°  57'  N. ;  long.  19°  23'  W.  Winds:  S.  W.,  S.  W.,  and  S.  S.  W. ;  cloudy,  with  light 
rain. 

Aug.  25.  Lat.  3°  04'  K;  long.  18°  24'  W.  Winds:  S.  W.,  S.  W.,  and  S.  S.  W. ;  cloudy  weather. 

Aug.  26.  Lat.  1°  51'  N. ;  long.  20°  46'  W.  Winds :  S.  S.  W.,  S.  by  W.,  and  S.  by  E. ;  pleasant. 

Aug  27.  Lat.  0'  14'  N. ;  long.  22°  59'  W.  Winds :  S.,  S.  by  E.,  and  S.  E.  by  S. ;  pleasant. 

Aug.  28.  Lat.  1°  26'  S. ;  long.  24°  27'  W.  Wind :  S.  E.  by  S. ;  pleasant  weather. 

Aug.  29.  Lat.  3°  41'  S. ;  long.  26°  27'  W.  Wind:  S.  E.  by  S.;  clear  weather. 

Aug.  30.  Lat.  6°  22'  S.;  long.  28°  28'  W.  Wind:  S.  E.;  weather  pleasant. 

Sliip  Sea  Witch  (Gr.  W.  Eraser),  New  York  to  San  Francisco,  sixteen  days  out. 

Aug.  17,  1851.  Lat.  21°  37'  N. ;  long.  42°  39'  W.  Winds :  E.  by  S.,  E.  by  S.,  and  E.  S.  E.;  fresh 
single  reef  gale,  heavy  sea. 

Aug.  18.     Lat.  18°  42'  N. ;  long.  40°  26'  W.     Wind :  E.  by  N.;  fresh  breeze  and  pleasant. 

Aug.  19.  Lat.  15°  49'  N. ;  long.  39°  14'  W.  Winds :  E.  by  S.,  E.  S.  E.,  and  E.  by  S. ;  fresh  breezes 
with  cloudy  weather. 

Aug.  20.  Lat.  13°  06'  N. ;  long.  36°  44'  W.  Winds :  E.,  E.  by  S.,  and  E.  N.  E. ;  fresh  breezes  and 
squally. 

Aug.  21.  Lat.  11°  26'  JST. ;  long.  35°  31'  W.  Winds :  E.  N.  E.,  calm,  southerly ;  moderate  and  light 
breezes  and  pleasant. 

Aug.  22.  Lat.  10°  38'  K;  long.  84°  11'  W.  Winds:  southerly,  S.  S.  W.,  and  S.  S.  W.;  variable 
breezes  and  squally. 

Aug.  23.    Lat.  10°  09'  N. ;  long.  34°  17'  W.     Winds :  calm,  calm,  and  K  E. ;  calms  and  light  airs. 

Aug.  24.  Lat.  8°  24'  N.;  long.  33°  10'  W.  Winds:  N.  K  E.,  N.  E.,  and  N.;  light  breezes  and 
squally. 

Aug.  25.  Lat.  7°  08' N.;  long.  31°  35'  W.  Winds:  K  W.,  S.  W.,  and  S.  W.  by  S.;  light  breezes 
and  squally. 

Aug.  26.  Lat.  5°  58' N.;  long.  29°  26'  W.  Winds:  S.  W.,  S.  S.  W.,  and  S.  W.  by  S.;  light  airs 
and  squally. 

Aug.  27.     Lat.  5?  09'  N. ;  long.  29°  26'  W.     Winds :  S.  S.  W.,  S.,  S. ;  moderate  breezes  and  cloudy. 

Aug.  28.    Lat.  3°  50'  N. ;  long.  24°  44'  W.     Wind :  S.  S.  W. ;  moderate  breezes  and  pleasant. 

[This  is  another  case  of  falling  to  leeward  on  the  other  side.  When  the  navigator  gets  as  far  east  in  the 
doldrums  as  he  wants  to  go,  he  finds  the  monsoons  so  changed  that  they  are  directly  in  his  teeth.  As  an 
illustration,  see  the  track  of  the  Panchita  (p.  421),  Aug.  19.  I  should  advise  navigators  on  such  occasions, 
when  they  have  got  as  far  to  the  east  as  30°  west,  to  beat  down  on  that  parallel ;  for  there  is  reason  to 
believe  that,  by  remaining  stationary,  these  doldrums  will  leave  you  quite  as  soon  as  you  can  get  clear  of 
them  by  running  along  with  them  to  the  east.] 


ROUTES  TO  BIO,  ETC. 


425 


Aug.  29.  Lat.  2°  13'  N. ;  long.  25'>  19'  W.  Winds:  S.  S.  ^Y.,  S.  by  W.,  and  S. ;  moderate  breezes 
and  pleasant ;  at  9,  tacked  sliip. 

Aug.  30.    Lat.  0°  20'  S. ;  long.  27°  11'  W.     Wind :  S.  S.  E.,  moderate  trades  and  pleasant. 

Aug.  31.    Lat.  3°  40'  S. ;  long.  26°  11'  W.    Wind :  S.  S.  E. ;  weather  pleasant. 

Sept.  1.  Lat.  6°  46'  S.;  long.  32°  08'  W.  Winds:  S.  S.  E.,  S.  E.  by  S.,  and  S.  by  E.;  moderate 
breezes  with  passing  showers  of  rain. 


Eoute  to  Rio,  etc. — September. 


DISTANCES. 

WINDS;  PER  CENT. 

Longitude. 

Course. 

Total  No. 

Latitude. 

Direct. 

Per  cent. 

SLANTS  FROM 

Fair. 

Calms. 

observa- 
tioDS. 

Average.  1  Head. 

N'd  or  E'd. 

S'd  or  W'd. 

40°  27' N. 

70°  00' 

E.  . 

186 

13.0 

210 

2.5 

wl7.0 

m;14.0 

66.5 

3.4 

200 

38     52 

65     00 

E.S.E. 

249 

9.9 

274 

2.2 

«;12.4 

7.5 

77.9 

5.1 

184 

37     14 

60     00 

E.  S.  B. 

256 

7.4 

275 

0.7 

w;12.6 

7.7 

79.0 

3.3 

447 

35     35 

55     00 

E.  S.  E. 

260 

7.4 

279 

1.6 

8.8 

7.2 

82.4 

4.0 

123 

35     00 

54     18 

S.E. 

48 

25.3 

60 

9.4 

13.7 

wlQ.Q 

60.3 

3.5 

139 

33     31 

50     00 

E.S.E. 

232 

15.0 

267 

3.0 

3.0 

wA2.0 

52.0 

0.0 

34 

31     47 

45     00 

E.S.E. 

272 

15.4 

313 

6.0 

4.0 

w22.0 

68.0 

5.7 

50 

30     00 

42     55 

S.E. 

151 

15.0 

174 

2.9 

11.5 

W21.7 

63.9 

4.2 

69 

27     27 

40     00 

S.E. 

217 

17.9 

255 

2.8 

11.2 

w  25.2 

60.8 

2.7 

36 

25     00 

37     16 

S.E. 

208 

16.8 

243 

3.4 

17.9 

16.8 

61.9 

1.1 

89 

20     00 

37     16 

S. 

300 

4.2 

313 

4.2 

w  10.5 

0.0 

85.3 

2.6 

38 

15     00 

35-    06 

S.S.E. 

325 

0.0 

325 

0.0 

0.0 

0.0 

100.0 

0.0 

23 

10     00 

32     58 

S.S.E. 

325 

7.8 

349 

1.6 

m;11.3 

9.8 

77.1 

6.1 

61 

8     47 

30     00 

E.S.E. 

191 

16.8 

223 

2.8 

3.6 

w  30.8 

60.8 

4.0 

73 

5     00 

27     11 

S.E. 

321 

18.4 

380 

5.8 

9.6 

«;23.0 

61.6 

7.1 

104 

Equator* 

29     15 

s.  s.  w. 

325 

14.1 

370 

6.2 

w;34.3 

1.4 

58.1 

0.0 

70 

3866 

4310 

1     58  S. 

30    00 

s.s.w. 

118 

17.4 

138 

4.4 

wl3.S 

5.7 

58.6 

0.0  . 

297 

3     00 

31     02 

s.w. 

88 

9.6 

96 

0.0 

lu  48.2 

0.0 

51.8 

0.0 

27 

5     00 

31     52 

s.  s.  w. 

130 

12.5 

145 

0.0 

w62.5 

0.0 

37.5 

0.0 

24 

5     19 

32     00 

s.  s.  w. 

21 

3.4 

22 

0.0 

wl6.7 

0.0 

83.3 

0.0 

12 

7     00 

32     42 

s.  s.  w. 

108 

7.2 

115 

0.0 

w  35.7 

0.0 

64.3 

0.0 

14 

7     43 

33     00 

s.s.w. 

47 

1.3 

48 

0.0 

w    6.0 

0.0 

94.0 

0.0 

17 

9     00 

33     32 

s.s.w. 

83 

8.0 

91 

0.0 

W36.6 

0.0 

63.4 

■0.0 

30 

It  may  be  said  that  the  N.  E.  trade-winds  prevail  in  September  and  October  along  this  route  only  to 
the  east  of  longitude  50°,  and  then  only  between  the  parallels  of  15°  and  25°  N.  They  sometimes  blow 
in  other  parts  of  the  ocean,  but  it  cannot  be  said  that  they  prevail. 

Endeavor  to  cross  the  meridian  of  50°,  in  September  and  October,  before  you  do  the  parallel  of  30°  N., 
and  do  not  consider  yourself  hopelessly  to  leeward,  if  you  he  forced  to  cross  the  parallel  of  20°  N.,  as  far 


*  The  best  routes  for  October  and  November  do  not  differ  materially  from  those  for  September  and  December.     Sec  Pilot  Charts. 

54 


426  THE  WIND  AND  CURRENT  CHARTS. 

west  as  longitude  45°,  or  the  parallel  of  10  K,  as  far  as  36°  or  37°  W.;  for  in  September  and  October,  as 
the  Pilot  Charts  show,  you  may  frequently  meet,  between  10°  K  and  the  equator,  the  S.  E.  trade-winds. 

The  S.  E.  trades  may  be  calculated  on  with  certainty  between  7°  N.  and  13°  N.,  between  35°  and  40° 
"W.  Occasionally,  the  S.  W.  monsoons  are  found  between  the  same  parallels :  they  will  enable  you  to 
make  easting.  The  S.  E.  trades,  when  taken  in  the  northern  hemisphere  in  this  month,  are  frequently  at 
S.  S.  E.;  and,  therefore,  it  is  not  difficult  for  vessels  that  find  themselves  as  far  west  as  longitude  37°,  in 
latitude  10°  N.,  to  get  to  the  eastward  of  34°  before  crossing  the  line.  The  best  crossings  are  shown  by 
trial  to  be  long.  33°  for  10°  N. ;  long.  28°  for  5°  N.,  and  31°  for  the  equator.  This  is  the  worst  month  in 
the  year,  the  average  to  the  line  running  as  high  as  37  days.  From  May  to  October  inclusive  is  the  worst 
time  for  quick  passages.  The  average  for  these  six  months  is  six  days  greater  than  it  is  for  the  other  six. 
December  gives  an  average  of  nine  days  less,  or  twelve  days  less  than  September.     It  is  the  best  month 

* 

for  small  averat^es. 

Between  long.  30°  and  35°,  the  equatorial  calms  are  found  from  4°  to  12°  N".,  and  between  long.  25° 
and  30°,  they,  and  the  S.  W.  monsoons,  are  found  from  12°  to  the  equator;  and  as  a  general  rule  they  are 
found  more  and  more  vexatious  as  you  go  east. 

Captain  Sinclair,  when  in  command  of  the  U.  S.  frigate  Congress,  on  her  way  to  South  America,  with 
that  close  observation  of  all  the  phenomena  about  him  which  gives  a  particular  value  to  his  remarks, 
observed  the  difficulties  of  crossing  this  belt  far  to  the  eastward.  He  crossed  it  in  January,  1818,  and 
inferred  that  there  was  a  belt  of  monsoons  between  the  two  trades.  He  was  mistaken  as  to  the  time  of  the 
year.  He  crossed  this  belt  in  January ;  and  though,  in  January,  the  winds  are  sometimes  from  the  S.  W., 
yet,  at  that  time  of  the  year,  they  have  nothing  of  the  character  of  monsoons  about  them. 

I  quote  a  passage  from  his  Journal : — 

"  We  made  a  great  run  from  their  latitude  (the  Cape  de  Verdes),  to  about  7°  30',  when  the  N.  E. 
trade  began  gradually  to  leave  us,  which  it  did  effectually  before  we  reached  the  latitude  of  6°  30'  N., 
having  run  from  19°  30',  a  distance  of  near  nine  hundred  miles,  between  the  31st  December  and  the  5th 
January ;  and  from  this  time  to  the  17th  there  was  little  else  than  a  continual  calm,  except  when  occasion- 
ally disturbed  by  a  thunder-squall  and  violent  rains.  Though,  considering  we  were  at  one  time  as  far  east 
as  long.  19°  W.,  we  had  very  little  rain  and  very  few  squalls  of  wind  ;  those  we  had  were  principally  from 
S.  S.  W.  to  W.  S.  W. ;  indeed,  there  appears  to  be,  between  the  N.  E.  and  S.  E.  trade-winds,  which  we  found 
to  be  from  6°  30'  N.  to  the  equator,  a  light  monsoon  from  the  S.  W." 

Had  this  remark  been  made  in  the  summer  instead  of  the  winter,  it  would  have  been  perfectly  correct. 

If,  after  getting  within  these  latitudes,  i.  e.  those  in  which  the  calms  are  mentioned  as  prevailing,  and 
the  wind  should  come  out  at  S.  E.,  prefer  the  port  tack ;  for,  before  you  make  the  land,  you  are  almost 
sure  to  have  the  wind  out  from  the  S.  S.  E.,  when  you  can  make  your  easting  within  the  regions  of  the 
perpetual  S.  E.  trades. 

After  getting  the  S.  E.  trades,  and  finding  himself  a  little  pinched  for  easting  to  clear  the  land,  the 
skilful  navigator  will  see  that,  by  standing  on  with  the  wind  at  S.  E.,  all  the  chances  are  in  his  favor.     If 


K0UTE3  TO   RIO,   ETC.  427 

the  wind  haul  to  S.  S.  E.,  he  can  go  about  and  make  easting.  If  it  veer  to  E.  S.  E.,  or  farther,  he  can  lay 
up  and  clear  the  land ;  for  whether  you  go  this  or  that  side  of  Fernando  de  Noronha,  in  this  or  any  other 
month,  is  a  matter  of  no  sort  of  consequence,  excepting  only  so  far  as  the  difference  of  longitude  is  concerned . 
If  you  can  weather  it,  do  so,  but  do  not  waste  time  simply  that  you  may  pass  to  the  eastward  of  it. 

Good  passages  are  sometimes  made  in  September,  but,  as  a  general  rule,  the  most  tedious  seasons  of 
the  year  are  the  summer  and  fall  months,  for  passages. 

After  losing  the  N.  E.  trades,  the  navigator  may  consider  himself  fortunate,  in  this  month,  if  he  is  not 
baffled  about  for  more  than  a  week  before  he  gets  the  S.  E.  trades. 

Schooner  David  C.  Foster  (N.  H.  Canput),  New  York  to  Para,  twenty  days  out. 

Aug.  30,  1850.  Lat.  19°  33'  N. ;  long.  43°  40'  W.  Winds :  E.  by  S.,  E.  by  S.,  and  E.  Fresh  breeze 
and  clear  weather. 

Aug.  31.    Lat.  16°  13'  N. ;  long.  43°  38'  W.     Wind :  east.    Fresh  breeze  and  clear. 

Sept.  1.    Lat.  13°  13'  N. ;  long.  43°  20'  W.     Winds :  E.,  N.  N.  E.     Trade-winds,  and  heavy  tide  rips. 

Sept.  2.    Lat.  10°  27'  N. ;  long.  43°  6'  W.    Winds :  K  E.,  B.  K  E.,  N.  E.    Fine  weather. 

Sept.  3.    Lat.  8°  36'  N. ;  long.  43°  7'  W.     Wind:  variable,  from  K E.  to  S.    Baffling  and  squally. 

Sept.  4.    Lat.  8°  24'  N. ;  long.  42°  W.     Wind :  southerly.    Variable  breezes,  and  heavy  tide  rips. 

Sept.  5.    Lat.  7°  52'  N. ;  long.  41°  W.    Light  southerly  winds,  and  squally. 

Sept.  6.    Lat.  6°  37'  N. ;  long.  40°  W.     Winds :  southerly,  light,  and  squally. 

Sept.  7.    Lat.  5°  15'  N. ;  long.  39°  30'  W.    Winds :  light,  S.  E.  trades. 

Sept.  8.    Lat.  3°  N. ;  long.  41°  22'  W.    Winds :  S.,  S.  E.,  S.  E.  by  E.     Pleasant  weather. 

Sept.  9.    Lat.  1°  19'  K ;  long.  43°  W.     Winds  :  S.  E.,  E.,  S.  E.  by  E.     Squally,  and  heavy  rain. 

Sept.  10.    Lat.  00°  38'  S. ;  long.  46°  43'  W.     Winds  :  S.  E.  by  E.    Fresh  breeze,  and  clear  weather. 

Sept.  11.    Lat.  00°  40'  S.;  long.  45°  00'  W.     Winds :  S.  E.  by  E.    Fresh  breeze,  and  clear  weather. 

Sept.  12.    Arrived  at  Para,  Brazil. 

Steamer  Chesapeake  (C.  H.  Baldwin),  New  York  to  Eio  Janeiro,  twenty-one  days  out. 

August  31,  1849.  Lat.  19°  36'  N.;  long.  39°  22'  W.  Winds:  W.  N.  W.,  S.  S.  W.,  and  S.  E. 
Moderate  breeze,  and  rain  squalls. 

Sept.  1.  Lat.  17°  44'  N.;  long.  38°  28'  W.  Winds:  E.,  E.  by  N.,  and  E.  Moderate  and  strong 
breeze,  and  pleasant. 

Sept.  2.    Lat.  15°  46'  N.;  long.  37°  30'  W.     Winds :  E.  and  E.  by  N.     Squally,  with  fresh  breeze. 

Sept.  3.  Lat.  13°  42'  N.;  long.  36°  25'  W.  Winds :  E.  by  N.,  E.  N.  E.,  and  E.  Fresh  breeze,  and 
squally. 

Sept.  4.  Lat.  12°  46'  N. ;  long.  36°  48'  W.  Winds :  variable  from  the  southward.  Squally,  with 
light  rain. 


428  THE  WIND  AND   CURREISTT   CHARTS. 

Sept.  5.    Lat.  11°  30'  IST. ;  long.  34°  40'  W.    Winds :  N.  W.,  W.  N.  W.,  and  S.  W.    Squally,  with  rain. 

Sept.  6.    Lat.  9°  42'  N. ;  long.  32°  20'  W.     Winds:  N.  W.,  W.,  and  S.  W.     Squally,  witli  rain. 

Sept.  7.  Lat.  8°  00'  K;  long.  30°  50'  W.  Winds:  S.  W.,  S.S.W.,  and  S.  W.  Light  breeze  and 
squally,  with  rain. 

Sept.  8.    Lat.  7°  04'  N. ;  long.  29°  34'  W.     Winds :  S.  W.,  variable,  S.  W.,  rain  squalls  and  calms. 

Sept.  9.  Lat.  6°  37'  N. ;  long.  27°  30'  W.  Winds :  S.  S.  W.,  S.  by  W.,  and  S,  Squally,  with  heavy 
rain. 

Sept.  10.    Lat.  5°  27' K;  long.  26°  46' W.     Wind:  S.    Light  breeze,  and  pleasant. 

Sept.  11.    Lat.  4°  10'  N. ;  long.  26°  36'  W.     Wind :  S.  S.  W.    Moderate  and  pleasant. 

Sept.  12.    Lat.  3°  00'  N. ;  long.  26°  10'  W.     Wind :  S.  by  W.    Light  and  pleasant. 

Sept.  13.    Lat.  1°  30' K;  long.  26°  30' W.     Wind:  S.     Pleasant  weather. 

Sept.  14.  Lat.  0°  26'  N.;  long.  27°  00'  W.  Winds:  S.S.E.,  S.E.  by  S.,  and  S.  E.  by  S.  Light 
breeze,  and  pleasant. 

Sept.  15.  Lat.  0°  11'  N. ;  long.  27°  37'  W.  Winds :  S.  S.  E.,  S.  E.  by  E.,  S.  E.  by  E.  Moderate  and 
pleasant. 

Sept.  16.    Lat.  1°  22'  S. ;  long.  28°  06'  W.     Winds :  S.  by  E.,  S.,  and  S.  S.  E.    Light  airs. 

Sept.  17.    Lat.  2°  38'  S. ;  long.  29°  10'  W.     Winds:  S.  E.,  S.  E.  by  S.,  and  S.  S.  E.     Pleasant  weather. 

Sept.  18.  Lat.  3°  46'  S. ;  long.  30°  34'  W.  Winds:  S.  S.  E.,  S.,  and  S.  S.  E.  Moderate  breeze,  and 
pleasant. 

Sept.  19.     Lat.  5°  34'  S. ;  long.  32°  16'  W.     Wind :  S.  S.  E.     Fresh  breeze,  and  pleasant. 

Barque  Antelope  (R.  D.  White),  Baltimore  to  San  Francisco,  twenty  days  out. 

Sept.  4,  1853.  Lat.  19°  53'  N.;  long.  42°  15'  W.  Winds :  E.,  E.  S.  E.,  and  E.  S.  E.  Squally,  with 
rain. 

Sept.  5.     Lat.  18°  00'  N.;  long.  41°  54'  W.     Winds:  E.,  and  E.  S.  E.     Squally,  with  rain. 

Sept.  6.  Lat.  15°  23'  N. ;  long.  41°  88'  W.  Winds:  S.  E.  by  E.,  S.  E.,  and  E.  S.  E.  Occasional  rain 
squalls. 

Sept.  7.  Lat.  13°  44'  N. ;  long.  39°  45'  W.  Winds :  E.  N.  E.,  K  E.  by  E.,  and  N.  E.  by  E.  Light 
winds  and  occasional  rain  squalls. 

Sept.  8.  Lat.  12°  47' K;  long.  37°  50' W.  Winds:  N.E.  by  E.,  N.  E.,  and  E.N.  E.  Strong  variable 
winds  and  rain. 

Sept.  9.     Lat.  11°  37'  K;  long.  36°  34'  W.     Winds:  calm,  squally,  and  south.     Much  rain. 

Sept.  10.     Lat.  11°  85'  N. ;  long.  35°  28'  W.     Winds :  calm,  S.  E.,  and  N.  E.     Squally,  with  rain. 

Sept.  11.  Lat.  9°  27'  K;  long.  34°  18'  W.  Winds:  N.  E.,  E.  N.  E.,  and  E.  Occasional  light  squalls 
of  rain. 

Sept.  12.     Lat.  8°  18'  N". ;  long.  33°  24'  W.     Winds :  E.,  E.,  W.  N.  W.     Squally,  with  much  rain. 


ROUTES  TO  BIO,  ETC.  429 

Sept.  13.  Lat.  6°  50'  N. ;  long.  80°  57'  W.  Winds :  W.,  W.  S.  W.,  and  W.  S.  W.  SquaUy,  and 
much  rain. 

Sept.  14.  Lat.  6°  28'  N. ;  long.  29°  02'  W.  Winds :  S.,  S.  S.  W.,  S.  by  W.  Mucli  rain,  with  variable 
winds. 

Sept.  15.  Lat.  6°  25' K;  long.  26°  30' W.     Wind:  S.    Pleasant. 

Sept.  16  Lat.  5°  53'  N. ;  long.  26°  49'  W.  Winds :  S.,  S.,  and  S.  S.  E.  Moderate  breezes  and 
pleasant. 

Sept.  17.  Lat.  5°  88'  K;  long.  26°  40'  W.  Winds:  S.  by  E.,  S^  and  S.  Light  breezes  and 
pleasant. 

Sept.  18.  Lat.  5°  08'  K ;  long.  26°  34'  W.     Winds:  S.  by  E.,  S.  by  W.,  and  S.    Light  breezes. 

Sept.  19.  Lat.  4°  37'  N. ;  long.  27°  00'  W.  Winds :  S.  by  W.,  S.,  and  S.  Light  breezes  and 
pleasant. 

Sept.  20.  Lat.  4°  25'  N.;  long.  25°  20'  W.  Winds :  S.  by  W.,  S.  by  E.,  and  S.  S.  W.  Fresh  breezes, 
and  flying  clouds. 

Sept.  21.  Lat.  2°  81'  N. ;  long.  26°  47'  W.    Winds :  S.  by  E.,  S.  S.  E.,  and  S.  by  E.    Fresh  breezes. 

Sept.  22.  Lat.  00°  02'  S. ;  long.  28°  26'  W.    Wind :  S.  S.  E.    Strong  breezes,  and  pleasant. 

Sept.  23.  Lat.  2°  54'  S. ;  long.  29°  11'  W.  Winds :  S.  S.  E.,  S.  E.,  and  E.  by  S.  Good  breezes  and 
clear  weather. 

Sept.  24.  Lat.  4°  26' S.;  long.  29°  32' W.    Wind:  E.  by  S.    Steady  breezes. 

Sept.  25.  Lat  6°  05'  S.;  long.  30°  05'  W.    Winds:  E.  by  S.,  E.  S.  E.,  and  E.     Moderate  breezes. 

Ship  Monsoon  (L.  Winsor),  Boston  to  San  Francisco,  twenty  days  out. 

Sept.  18,  1852.  Lat.  19°  58'  N. ;  long.  41°  44'  W.  Winds :  E.  S.  E.,  E.  S.  E.,  and  N.  E.  Light  breezes 
and  squally. 

Sept.  19.  Lat.  17°  20'  N. ;  long.  40°  19'  W.  Winds :  E.,  E.  S.  E.,  E.  S.  E.  Fresh  breezes  and  passing 
squalls. 

Sept.  20.  Lat.  14°  57'  K;  long.  38°  58'  W.  Winds:  E.,  E.S.E.,  and  E.S.E.  Fresh  trades,  and 
thick  cloudy  weather, 

Sept.  21.    Lat.  12°  18'  K ;  long.  37°  08'  W.     Wind :  E.     Fresh  trades  and  cloudy. 

Sept.  22.  Lat.  11°  09'  N. ;  long.  30°  21'  W.  Winds :  E.  S.  E,  S.  S.  W.,  and  W.  N.  W.  Fresh  breezes 
and  fresh  squalls,  with  heavy  tide  rips;  latter  part,  light  breezes. 

Sept.  23.  Lat.  10°  12'  N. ;  long.  34°  24'  W.  Winds :  variable  and  calm.  Frequent  squalls  and  heavy 
tide  rips. 

Sept.  24.    Lat.  9°  12'  N. ;  long.  34°  12'  W.    Light  variable  breezes  and  frequent  squalls. 

Sept.  25.  Lat.  9°  17'  N. ;  long.  33°  30'  W.  Winds :  E.  N.  E.,  variable,  and  calm.  Light  breezes  and 
pleasant ;  much  lightning  during  the  night. 


430'  THE  WIND  AND  CURRENT  CHARTS. 

Sept.  26.  Lat.  8°  21'  N. ;  long.  31°  55'  W.  Winds :  W.  K  W.,  W.  N.  W.,  and  W.  Ligbt  breezes 
and  pleasant  weather. 

Sept.  27.    Lat.  6°  33'  N. ;  long.  29°  30'  W.     Winds :  W.,  W.,  and  S.  W.    Fresh  breezes  and  squally. 

Sept.  28.  Lat.  6°  39'  N. ;  long.  26°  39'  W.  Winds  :  S.  S.  W.,  S.  W.,  and  S.  Fresh  gales,  and  heavy 
squalls  with  rain. 

Sept.  29.    No  observation.     Winds  :  S.  W.,  S.  S.  W.,  and  S.  W.     Calms  aad  squalls. 

Sept.  30.    Lat.  5°  55'  N. ;  long.  25°  13'  W.     Calm,  with  constant  rain. 

Oct.  1.    Lat.  4°  25'  N. ;  long.  27°  10'  W.     Wind :  S.     Squally  and  variable;  pleasant  weather. 

Oct.  2.    Lat.  2°  33'  N. ;  long.  29°  30'  W.     Wind  :  S.    Firm  breezes  and  pleasant  weather. 

Oct.  3.  Lat.  00°  01'  S. ;  long.  32°  25'  W.  Wind :  S.  S.  E.  Light  breezes  and  fine  weather.  Cur- 
rent, 28' S.  W.  -      ' 

Oct.  4.  Lat.  2°  55'  S. ;  long.  34°  37'  W.  Wind :  S.  S.  E.  Fine  breezes  and  pleasant  weather.  Cur- 
rent,  30'S.W. 

Oct.  5.  Lat.  4°  55'  S. ;  long.  35°  23'  W.  Wind :  S.  E.  Fine  breezes  and  pleasant  weather.  Current, 
12  miles,  S.  W. 

Oct.  6.    Lat.  5°  11'  S. ;  long.  34°  30'  W.    Wind :  S.  E.    Fine  breezes  and  pleasant  weather. 

Ship  Thomas  W.  Sears  (Joseph  Osgood),  New  York  to  California,  thirty  days  out. 

Sept.  18,  1852.  Lat.  19°  41'  N.;  long.  35°  42'  W.  Current,  1.1  knot  per  hour,  N.  53°  W.  Baro- 
meter, 30.00;  temperature  of  air,  79°;  of  water,  80°.  Winds:  S.S.E.,S.E.  by  E.,E.  First  part,  light 
airs ;  middle  part,  moderate  breezes ;  latter,  fine  trades. 

Sept.  19.  Lat.  16°  53'  N.;  long.  34°  54'  W.  Current,  west,  0.4  knot  per  hour.  Barometer,  30.00; 
temperature  of  air,  81°;  of  water,  80°.  Winds:  E.  by  N.,  E.,  E.  S.  E.  Strong  trades  and  pleasant.  A 
cross  sea  on. 

Sep.  20.  Lat.  14°  21'  N.;  long.  33°  54'  W.  Current,  N.  63°  W.,  0.4  knot  per  hour.  Barometer, 
29.90  ;  temperature  of  air,  80° ;  of  water,  81°.     Wind:  E.     Fine  trades  and  pleasant  weather. 

Sept.  21.  Lat.  12°  24'  N.;  long.  32°  21'  W.  Barometer,  29.83 ;  temperature  of  air,  81°;  of  water, 
80°.     Winds :  E.,  E.  by  N.,  E.    Fine  trades  and  hazy  weather.     Saw  strong  tide  rips. 

Sept.  22.  Lat.  11°  49'  N.;  long.  31°  38'  W.  Barometer,  29.90;  temperature  of  air,  83°;  of  water, 
83°.  Winds :  E.  by  E.,  W.,  N.  W.  First  part,  moderate  winds ;  middle  and  latter,  light  airs  and  calms. 
Saw  several  tide  rips. 

Sept.  23.  Lat.  10°  35'  N.;  long.  30°  36'  W.  Current,  N.  W.,  0.5  knot  per  hour.  Barometer,  29.90 ; 
temperature  of  air,  83° ;  of  water,  81°.  Winds:  N.,  N.  E.,  N.  First  part,  moderate  breezes;  middle  and 
latter,  bafiiing. 

Sept.  24.  Lat.  9°  29'  N. ;  long.  29°  51'  W.  Current,  W.  N.  W.,  0.6  knot  per  hour.  Barometer,  29.90 ; 
temperature  of  air,  83° ;  of  water,  82.    Winds :  N.  W.,  N.,  N.  W.    Very  light  winds  throughout.     ' 


KOUTES  TO   RIO,  ETC.  481 

Sept.  25.  Lat.  8°  20'  N.;  long.  28°  84'  "W.  Barometer,  29.83  ;  temperature  of  air,  83° ;  of  water,  81°. 
Wind  :  N.  W. ;  moderate  breezes,  and  pleasant.    A  S.  E.  swell  on. 

Sept.  26.  Lat.  6°  17'  N. ;  long.  26°  46'  W.  Barometer,  29.90 ;  temperature  of  air,  82° ;  of  water,  82°. 
"Winds:  N.  W.,  W.,  S.W.;  first  part,  strong  breeze  and  squally.    Latter  part,  fresh  gale,  with  an  ugly  sea. 

Sept.  27.  Lat.  5°  54'  K ;  long.  24°  54'  W.  Barometer,  29.90 ;  temperature  of  air,  81° ;  of  water,  81°. 
Winds:  S.  S.  W.,  S.  by  W.,  S.  by  W. ;  weather  moderating,  made  sail,  some  head  sea. 

Sept.  28.  Lat.  5°  32'  K ;  long.  23°  11'  W.  Barometer,  29.90 ;  temperature  of  air,  80° ;  of  water,  81°. 
Winds :  S.  S.  W.,  S.  by  W.  ^  W.,  S.  by  W.;  light  airs,  and  cloudy. 

Sept.  29.  Lat.  4°  47'  K ;  long.  23°  40'  W.  Barometer,  29.90 ;  temperature  of  air,  79°  ;  of  water,  80°. 
Winds :  S.,  S.  by  W.,  S. ;  moderate  and  cloudy. 

Sept.  30.  Lat.  3°  41'  N. ;  long.  25°  30'  W.  Barometer,  29.84 ;  temperature  of  air,  80° ;  of  water,  80°. 
Winds :  S.,  S.,  S.  by  E. ;  fine  breezes  and  pleasant  weather. 

Oct.  1.  Lat.  1°  52'  N.;  long.  27°  14'  W.  Current,  W.  K  W.,  15  miles  per  24  hours;  variation  10° 
30' W.  Barometer,  29.90 ;  temperature  of  air,  79°;  of  water,  79°;  Wind:  S.  S.  E. ;  fine  trades  and 
pleasant. 

Oct.  2.  Lat.  0°  24'  N. ;  long.  28°  44'  W.  Current,  W.  N.  W.,  0.5  knot  per  hour.  Barometer,  20.95 ; 
temperature  of  air,  80°;  of  water,  79°.     Winds:  S.  S.  E.,  S.  by  E.,  S.  S.E.;  moderate  and  pleasant. 

Oct.  3.  Lat.  1°  35'  S.;  long.  30°  33'  W.  Current,  N.  54°  W.,  |  knot  per  hour.  Barometer,  29.90; 
temperature  of  air,  79°;  of  water,  77°.  Winds:  S.  S.  E.,  S.  S.  E.,  S.E.  by  S. ;  fine  trades  and  pleasant. 
The  water  looks  green. 

Oct.  4.  Lat.  3°  35'  S.;  long.  31°  27'  W.  Current,  N.,  10  miles  during  the  day.  Barometer,  29.90 ; 
temperature  of  air,  79°  ;  of  water,  78°.     Wind :  S.  E.  by  S. ;  pleasant  trades. 

Oct.  5.  Lat  5°  28'  S.;  long.  32°  29'  W.  Current,  W.,  thirteen  miles  during  the  day.  Barometer, 
29.98  ;  temperature  of  air,  78°;  of  water,  79°.     Wind:  S.  E.  by  S. ;  moderate  trades  and  fine  weather. 

Oct.  6.  Lat.  7°  34'  S. ;  long.  33°  40'  W.  Current,  S.  56°  W.,  three-fourths  of  a  knot  per  hour. 
Barometer,  29.94;  temperature  of  air,  79°;  of  water,  79°.  Wind:  S.  E.  by  S.;  moderate  trades  and  fine 
weather. 

Ship  John  Wade  (J.  H.  Little),  New  York  to  San  Francisco,  thirteen  days  out. 

Sep.  26,  1853.  Lat.  21°  28'  K;  long.  34°  58'  W.  Barometer,  29.80;  temperature  of  air,  81°;  of 
water,  81°.     Winds :  S.  S.  E.,  S.  E.,  and  S.  E.  by  E.     Light  baffling  winds  and  fine  weather. 

Sept.  27.  Lat.  17°  44'  N.;  long.  35°  10'  W.  Barometer,  29.90;  temperature  of  air,  82°;  of  water 
82°.     Wind  :  E.     Fresh  breezes  and  clear. 

Sept.  28.  Lat.  15°  00'  N. ;  long.  34°  50'  W.  Barometer,  21.40 ;  temperature  of  air,  80°  ;  of  water, 
80°.  Winds:  E.,  and  E.  S.  E.  First  part,  fresh  breezes ;  middle  part,  strong  gale.  At  8  A.  M.  hove  to 
under  close-reefed  main-topsail.    At  8,  barometer,  29.60.;  at  10,  29.7;  at  12  M.,  29.3. 

Sept.  29.     Lat.  14°  32'  N. ;  long.  34°  31'  W.    Barometer,  29.60 ;  temperature  of  air,  80° ;  of  water, 


43a,  THE  WIND  AND  CUERENT  CHABT3. 

80°.  Winds:  W.,  S.  S.  W.,  S.  S.  "W.  Heavy  gale,  with  violent  squalls  of  wind  and  rain;  middle  part, 
sharp  lightning;  latter  part,  moderate.     Made  sail.     I  think  I  was  near  the  track  of  a  hurricane. 

Sept.  80.  Lat.  13°  39'  N.;  long.  32°  53'  W.  Current,  E.  by  N.,  thirty  miles.  Barometer,  29.80; 
temperature  of  air,  79° ;  of  water,  79°.  Winds :  S.  S.  W.,  S.  S.  W.,  W.  S.  W.  First  part,  squally ;  latter 
part,  a  light  breeze. 

Oct.  1.  Lat.  13°  16'  N.;  long.  32°  00'  W.  Current,  E.  N.  E.,  thirty-five  miles.  Barometer,  29.80; 
temperature  of  air,  79°;  of  water,  79°.     Winds:  W.,  S.  W.,  S.  W.,  and  calm. 

Oct.  2.  Lat.  12°  57' N. ;  long.  32°  10' W.  Current,  ten  miles,  S.  W.  Barometer,  29.90;  temperature 
of  air,  79°  ;  of  water,  79°.     Wind :  calm  throughout.     Ship  without  steerage  way. 

Oct.  3.  Lat.  11°  51'  N.;  long.  32°  18'  W.  Current,  N.  J  W.,  forty  miles.  Barometer,  29.90; 
temperature  of  air,  80° ;  of  water,  80°.  Winds :  N.  N.  E.,  N.  E.,  E.  by  S.  Surprised  at  finding  so  much 
current,  there  being  no  sign  of  any. 

Oct.  4.  Lat.  9°  20'  N.;  long.  31°  40'  W.  Barometer,  29.90;  temperature  of  air,  80;  of  water,  80°. 
Winds :  E.  by  S.,  E.  S.  E.,  and  S.  E.     Squally  and  bafiiing ;  strong  tide  rips. 

Oct.  5.  Lat.  8°  58'  N.;  long.  31°  18'  W.  Current,  for  yesterday  and  to-day,  sixty  miles  east. 
Barometer,  29.90;  temperature  of  air,  81°;  of  water,  80°.  Winds:  S.  E.,  calm,  calm.  Light  breezes  and 
showery. 

Oct.  6.  Lat.  8°  01'  N. ;  long.  30°  41'  W.  Barometer,  29.90 ;  temperature  of  air,  82°  ;  of  water,  81°. 
Winds :  calm,  E.  S.  E.,  and  E.    BaSling  air ;  latter  part,  hard  rain. 

Oct.  7.  Lat.  7°  23'  K;  long.  30°  10'  W.  Barometer,  29.90;  temperature  of  air,  82°;  of  water,  82°. 
Winds :  calm,  S.  S.  W.,  N.  E.     Light  bafiiing  airs,  calms,  and  rain. 

Oct.  8.  Lat.  6°  42'  N.;  long.  29°  17'  W.  Current,  for  two  days,  thirty  miles  E.  by  N.  Barometer, 
29.90 ;  temperature  of  air,  82° ;  of  water,  82°.  Winds :  calm,  S.  W.,  and  calm.  Light  baffling  airs,  and 
rain ;  S.  W.,  and  E.  winds  striving  for  the  ascendency. 

Oct.  9.  Lat.  5°  32'  N. ;  long.  28°  30'  W.  Current,  E.  i  N.,  25  miles.  Barometer,  29.80 ;  temperature 
of  air,  82°  ;  of  water,  82°.  Winds :  calm,  W.  S.  W.,  N.  First  part,  calm ;  latter  part,  baffling  airs,  and 
showery. 

Oct.  10.  Lat.  3°  57'  K;  long."  26°  52'  W.  Current,  E.,  24  miles.  Barometer,  29.80;  temperature 
of  air,  83°  ;  of  water,  81°.     Winds  :  S.  W.,  S.  S.  W.,  S.  by  W.    Light  baffling  airs  and  cloudy. 

Oct.  11.  Lat.  3°  10' K;  long.  26°  24' W.  Current,  W.  by  K,  20  miles.  Barometer,  29.90;  tempera- 
ture of  air,  82°  ;  of  water,  82°.  Winds :  S.  by  W.,  S.  by  W.,  S.  Moderate  breezes  and  cloudy.  Tacked 
ship  three  times ;  have  been  as  far  east  as  25°  50'  W.,  lat.  3°  22'  N. 

Oct.  12.  Lat.  1°  27'  K;  long.  28°  04'  W.  Barometer,  29.90 ;  temperature  of  air,  82° ;  of  water,  81°. 
Winds :  S.  S.  E.,  S.  by  E.,  S.  by  E. ;  light  breezes,  and  cloudy,  six  days  without  any  observation,  and  only 
two  days  pleasant  since  we  left  New  York. 

Oct.  13.     Lat.  00°  33'  S.;  long.  29°  40'  W.     Barometer,  29.80;  temperature  of  air,  81°;  water,  81°. 


BOUTKS  TO  RIO,   ETC.  433 

Winds :  S.  S.  E.,  S.  by  E.,  S.  by  E.;  light  breezes  and  showery,  crossed  the  equator  in  29°  12'  W.  at  7  P.  M. 
32  days  out. 

Oct.  14.  Lat.  3°  09'  S. ;  long.  31°  12'  W.  Barometer,  29.80  ;  temperature  of  air,  81° ;  of  water,  80°. 
Winds :  S.  S.  E.,  S.  E.  by  S.,  S.  S.  E. ;  light  breezes,  and  fine  weather. 

Oct.  15.  Lat.  5°  37'  S. ;  long.  32°  30'  W.  Barometer,  29.80 ;  temperature  of  air,  81° ;  of  water,  79°. 
Winds:  S.  S.  E.,  S.  E.  by  S.,  S.  E. ;  light  breezes  and  fine  weather;  saw  several  meteors  last  night. 

Oct.  16.  Lat.  8°  18'  S. ;  long.  32°  22'  W.  Barometer,  29.90 ;  temperature  of  air,  80° ;  of  water,  79°. 
Winds :  S.  S.  E.,  S.  E.,  S.  E. ;  moderate  breezes  and  fine  weather.  I  have  not  had  any  current  for  four 
days  past. 


From  Capt.  George  Scott  to  Lieut.  Maury. 

San  Francisco,  April  29,  1853. 

Inclosed  is  the  abstract  log  of  ship  Adelaide  Melcalf,  under  my  command,  on  her  last  passage  from 
New  York,  via  Callao,  to  this  place.  I  owe  an  apology  for  not  forwarding  it  before  now,  as  I  have  been  in 
port  since  the  18th  ult. 

I  understood,  on  my  arrival  here,  that  you  had  an  agent  to  receive  such  communications,  and  endea- 
vored to  find  him,  but  did  not  succeed ;  and,  latterly,  thought  I  would  not  send  it  until  I  had  looked  at  the 
ship's  bottom,  «o  see  if  that  had  not  something  to  do  with  my  very  long  passage.  I  find  upon  heaving  her 
out,  that  portions  of  the  keel  and  shoe  are  gone,  also,  several  planks  cut  nearly  through,  and  the  bottom 
quite  ragged,  caused  by  striking  on  the  reef  in  East  Eiver,  near  Governor's  Island,  while  coming  out,  and 
I  am  satisfied  that  this  has  been  the  cause  of  my  long  passage ;  although  I  think  you  will  notice  some 
peculiarities  in  the  winds,  as  I  found  them  in  the  northern  tropic  of  the  Atlantic  and  Pacific.  I  have  all 
faith  in  your  Charts  and  books,  and  value  them  highly,  and  endeavored  to  follow  out  your  instructions. 
If  I  did  not  do  so,  hope  I  shall  be  convinced  of  my  error  at  some  future  time.  I  shall  continue  to  keep 
the  abstract,  on  my  future  passages;  and  although  poorly,  still,  I  hope  they  will  be  of  some  slight  service. 

Ship  Adelaide  Metcalf  (George  Scott),  New  York  to  San  Francisco,  twenty-four  days  out. 

Oct.  8,  1852.  Lat.  15°  21'  N. ;  long.  40°  22'  W.  Current,  AV.  N.  W.,  half  knot  per  hour.  Tem: 
perature  of  air,  83°  ;  surface,  81°  ;  of  water,  at  ten  feet  six  inches  depth,  81°.  Winds :  E.,  E.  by  K,  E.  S.  E. 
First  and  middle,  moderate  ;  latter,  light  at  llh.  30m.  Squall  from  W.  S.  W.  Noticed  many  and  strong 
tide  rips,  with  intervals  of  very  smooth  water.  It  seems  rather  problematical  when,  where,  and  how  I  am 
to  make  my  easting,  but  so  long  as  I  can  make  a  south,  or  S.  W.  course  on  this  tack,  I  shall  keep  on. 
Barometer,  30.06. 

Oct.  9.    Lat.  13°  27'  N.;  long.  40°  35'  W.     Current,  W.  N.  W.,  three-quarter  knots  per  hour.    Baro- 
meter, 30.06 ;  temperature  of  air,  80J° ;  surface  of  water,  81° ;  water,  at  ten  feet  six  inches  depth,  81°. 
Winds :  S.  E.,  E.  by  S.,  E.  S.  E.     First  and  middle,  good  breezes ;  latter  part,  light.    Noticed  tide  rips  and 
smooth  places  yesterday. 
55 


484  THE  WIND  AND  CURRENT  CHARTS. 

Oct.  10.  Lat.  11°  57'  N.;  long.  39°  34'  W.  Current,  W.  N.  W.,  one  knot  per  hour.  Barometer, 
29.9 ;  temperature  of  water,  81  J° ;  of  air,  82°  ;  water,  at  ten  feet  six  inches  depth,  81°.  "Winds  :  E.,  E.  N.  E., 
E.N.  E.  From  2  to  12  P.M.  two  smart  squalls  from  S.,  N.  N.  E.,  with  rain;  middle  and  latter  part, 
good  breezes,  with  squalls  of  rain  ;  ends  with  a  thick  haze  on  the  horizon  at  the  N.  E.,  and  strong  tide  rips, 
as  yesterday. 

Oct.  11.  Lat.  9°  51  K ;  long.  37°  52'  W.  Current,  W.  by  K,  half  knot  per  hour.  Barometer, 
29.93 ;  temperature  of  air,  82°;  of  water,  82°;  water,  at  ten  feet  six  inches  depth,  82°.  Winds:  E.  N.  E., 
E.  N.  E.,  E.  N.  E.     Good  breezes  and  cloudy  weather ;  squalls  and  showers  ;  very  powerful  tide  rips. 

Oct.  12.  Lat.  9°  05'  N.;  long.  37°  22'  W.  Current,  S.  E.  by  E.,  half  knot  per  hour.  Barometer, 
29.98 ;  temperature  of  air,  80°  ;  of  water,  83°  ;  of  water,  at  ten  feet  six  inches  depth,  83°.  Winds  :  E.,  E., 
variable.  Light  baffling  winds  and  squalls,  with  hea^^y  showers  of  rain.  Some  tide  rips ;  the  wind  has 
been  around  the  compass  several  times. 

Oct.  13.  Lat.  8°  54'  N. ;  long.  36°  20'  W.  Current,  S.  E.  by  E.,  half  knot  per  hour.  Barometer,  29.98 ; 
temperature  of  air,  80° ;  of  water,  82°  ;  of  water,  at  10  feet  6  inches  depth,  82°.  Winds :  calm,  E.  N.  E., 
calm.  Middle  part,  lightning  in  the  N.  W. ;  at  10  P.  M.  had  a  violent  squall  from  the  N.  E.  attended  with 
heavy  rain. 

Oct.  14.  Lat.  7°  48'  N. ;  long.  35°  41'  W.  Current,  S.  E.  by  E.,  one-quarter  knot  per  hour.  Barometer 
30.00 ;  temperature  of  air,  81°  ;  of  water,  82° ;  water,  at  10  feet  6  inches  depth,  82°.  Winds  :  calm,  S.  S.  W. 
S.  S.  W.     First  part,  calm  ;  midde  and  latter  part,  light  airs. 

Oct.  15.  Lat.  7°  40'  N. ;  long.  35°  22'  W.  Current,  E.  S.  E.,  three-quarters  knot  per  hour.  Baro- 
meter, 30.04 ;  temperature  of  air,  83°  ;  of  water,  83° ;  of  water,  at  10  feet  6  inches  depth,  82J°.  Winds : 
calm,  calm,  calm.     First  and  middle  parts,  dead  calm;  latter  part,  light  airs  from  south  for  four  hours. 

Oct.  16.  Lat.  6°  50'  N. ;  long.  34°  43'  W.  Current,  one  knot  per  hour.  Barometer,  29.98 ;  tempera- 
ture of  air,  31°  ;  of  water,  82^°;  of  water,  at  10  feet  6  inches  depth,  82  J°.  Winds :  S.  W.,  S.  W.,  S.  S.  W. 
Light  airs,  and  clear  pleasant  weather.  I  confidently  expected  the  S.  E.  trades  here,  and,  in  fact,  6°  north 
of  this,  but  there  seems  to  be  nothing  for  us  but  head  winds  and  calms. 

Oct.  17.  Lat.  5°  40'  N. ;  long.  33°  50'  W.  Barometer,  29.97  ;  temperature  of  air,  79° ;  of  water,  82°. 
of  water,  at  10  feet  6  inches  depth,  82°.  Winds  :  S.  S.  W.,  S.  W.,  S.  W.  Constant  and  heavy  rain  with 
calms ;  light  winds  and  heavy  squalls,  and  very  bad  sea. 

Oct.  18.  Lat.  6°  05'  N. ;  long.  32°  14'  W.  Current,  N.  N.  E.,  one  knot  per  hour.  Barometer,  30.00. 
temperature  of  air,  82°;  of  water,  82°  ;  of  water,  at  10  feet  6  inches  depth,  82°.  Winds:  S.,  S.  by  E.,  calm. 
Stood  E.  by  S.  12  hours,  when,  finding  we  were  losing  the  wind,  tacked  to  the  S.  W. 

Oct.  19.  Lat.  5°  36'  N.;  long.  32°  13'  W.  Barometer,  30.00;  temperature  of  air,  82' °;  of  water,  82° ; 
of  water,  at  10  feet  6  inches  depth,  82°.  Winds :  calm,  calm,  E.  First  and  middle  part,  calm ;  latter,  light 
wind  and  clear  weather. 

Oct.  20.     Lat.  5°  15'  K  ;  long.  32°  53'  W.     Current,  W.,  three-quarters  knot  per  hour.     Barometer, 


ROUTKB  TO   BIO,   ETC.  435 

30.04;  temperature  of  air,  82^°;  of  Avater,  88°;  of  water,  at  10  feet  6  inches  depth,  82 J°.  Winds:  calm, 
calm,  S.  by  E.     Noticed  many  and  strong  tide  rips. 

Oct.  21.  Lat.  4"  29'  N. ;  long.  33°  41'  W.  Barometer,  30.03  ;  temperature  of  air,  82  J°;  of  water, 
81° ;  of  water,  at  10  feet  6  inches  depth,  82i.  Winds :  S.  S.  E.,  S.  S.  E.,  S.  S.  E.  Moderate  breezes.  Stood 
S.  W.  20  hours,  and  then  tacked  east ;  think  we  have  got  the  trades. 

Oct.  22.  Lat.  4°  14'  N. ;  long.  33°  49'  W.  Current,  N.  W.,  one  knot  per  hour.  Barometer,  30.03 ; 
temperature  of  air,  81^°;  of  water,  81  J°;  of  water,  at  10  feet  6  inches  depth,  81°.  Winds:  S.,  S.  S.  E., 
calm.  Light  baffling  winds  and  calms,  and  currents  as  per  log.  If  I  can  get  across  the  line  anywhere,  I 
shall  do  it  as  quick  as  possible,  and  take  the  chances  at  the  southward  of  making  easting,  or  beat  by  St. 
Koque  near  the  land. 

Oct.  23,  Lat.  3°  58'  K ;  long.  32°  85'  W.  Barometer,  29.98 ;  temperature  of  air,  80°  ;  of  water,  81° ; 
of  water,  at  10  feet  6  inches  depth,. 81°.  Winds:  calm,  S.  by  E.,  S. S. E.  Middle  and  latter  part,  fresh 
breezes  with  thunder,  lightning,  and  rain.  Stood  E.  by  S.,  and  E.  S.  E,  all  day,  excepting  in  two  short  but 
heavy  squalls  from  east,  when  we  stood  south ;  no  observations. 

Oct.  24.  Lat.  4°  36'  K;  long.  31°  32'  W.  Barometer,  30.03  ;  temperature  of  air,  81^°  ;  of  water, 
81i°  ;  of  water,  at  10  feet  6  inches  depth,  81°.  Winds :  S.,  S.,  S.  Stood  E.  S.  E.  all  day,  excepting  in  two 
or  three  short  squalls.  Find,  by  observations  to-day,  that  we  have  had  a  very  strong  current  the  last  two 
days. 

Oct.  25.  Lat.  3°  48'  K.;  long.  31°  56'  W.  Current,  N.  N.  W.,  one  knot  per  hour.  Barometer, 
30.05  ;  temperature  of  air,  82^°  ;  of  water,  81  °  ;  of  water,  at  10  feet  6  inches  depth,  81°.  Winds :  E.  S.  E., 
S.  E.,  S.  by  E.    Light  winds  and  cloudy  weather,  with  heavy  swells  from  S.  S.  E. 

Oct.  26.  Lat.  2°  47'  N.;  long.  32°  23'  W.  Current,  K  N.  W.,  one  and  a  quarter  knots  per  hour. 
Barometer,  32.02;  temperature  of  air,  82°  ;  of  water,  81°  ;  of  water,  at  10  feet  6  inches  depth,  81°.  Winds: 
S.  S.  E.,  S.  S.  E.,  S.  S.  E.     Light  winds  and  clear  weather. 

Oct.  27.  Lat.  2°  16'  N. ;  long.  33°  00'  W.  Current,  N.  W.,  one  knot  per  hour.  Barometer,  30.02  ; 
temperature  of  air,  80° ;  of  water,  80° ;  of  water,  at  10  feet  6  inches  depth,  79^°.  Winds:  S.  by  E.,  S.  S.  E., 
S.  Light  winds  and  clear  weather  ;  water  colder  than  it  has  been  since  entering  the  tropics ;  tacked  three 
times. 

Oct.  28.  Lat.  1"  44'  N.;  long.  33°  33'  W.  Current,  W.  N.  W.,  one  knot  per  hour.  Barometer, 
29.97;  temperature  of  air,  81°;  of  water,  79°;  of  water,  at  10  feet  6  inches  depth,  79°,  Winds:  S.  ^  E., 
S.  S.  E.,  S.  E.  by  E.    Light  winds  and  pleasant  weather ;  stood  E.  S,  E.  J  E.  8  hours. 

Oct.  29.  Lat.  0°  03'  N. ;  long.  34°  58'  W.  Current,  K  W,  by  W.,  1  knot  per  hour.  Barometer, 
29.95 ;  temperature  of  air,  81°  ;  of  water,  79°  ;  water,  at  10  feet  6  inches  depth,  79°.  Winds :  S.  E.,  S.  S. 
E.,  S.  E.  by  S.;  moderate  breeze  and  cloudy.  I  am  now  on  the  line,  after  a  passage  of  46  days,  and  so  far 
west  that  I  shall  fall  to  leeward  of  St.  Eoque,  no  doubt ;  and  the  question  arises  in  my  own  mind,  could  I 
have  done  better  by  taking  some  other  course?  I  have  all  faith  in  Maury's  Book  and  Charts  ;  I  think  I 
have  followed  them  as  far  as  possible.     But  if  I  have  made  no  mistake  in  the  route,  mine  is  a  hard  case. 


436  THE  WIND  AXD  CUKBENT  CHARTS. 

I  have  not  had  a  whole  sail  breeze  eight  consecutive  hours  since  leaving  New  York.  No  trade  either  N. 
E.  or  S.  E.,  until  this  day  ;  for  the  wind  has  been  so  light  and  baffling,  for  three  days  back,  that  it  could 
hardly  deserve  the  name  of  trade-winds,  and  I  have  not,  nor  do  now  dare  to  stand  east,  for  fear  of  the 
strong  current,  and  that  I  shall  lose  the  wind  again. 

Oct.  30.  Lat.  1°  40'  S.;  long.  36°  00'  W.  Current,  N.  W.,  1  knot  per  hour.  Barometer,  29.98; 
temperature  of  air,  80°  ;  of  water,  78°  ;  water,  at  10  feet  6  inches  depth,  78°.  Winds:  S.  S.  E.,  S.  E.  by 
E.,  S.  E. ;  moderate  and  cloudy,  middle  squally.     Heavy  dew. 

Oct.  31.  Lat.  3°  33'  S.;  long.  36°  40'  W,  Barometer,  29.98;  temperature  of  air,  81°  ;  of  water,  79°; 
water,  at  10  feet  6  inches  depth,  79°.  Winds :  S.  E.,  S.  E.  by  E.,  S.  E. ;  moderate  and  cloudy ;  middle 
squally.     Heavy  dews. 

Nov.  1.  Lat.  4°  43'  S.;  long.  36°  54'  W.  Current,  W.  N.  W.,  J  knot  per  hour.  Barometer,  29.97 ; 
temperature  of  air,  81°  ;  of  water,  79°;  water,  at  10  feet  6  inches  depth,  79°.  Winds:  S.  E.,  E.  S.  E.,  E. 
S.  E. ;  moderate  and  clear.  At  3  A.  M.  tacked  to  the  N.  E.,  in  9  fathoms  of  water.  At  7  A.  M.  tacked 
south  at  12  M.     Point  de  Mel  bore  S.  J  W.  12  miles. 

Nov.  2.  Lat.  4°  47'  S. ;  long.  36°  24'  W.  Current,  W.  N.  W.,  J  knot  per  hour.  Barometer,  29.97  ; 
temperature  of  air,  82|°  ;  of  water,  79° ;  water,  at  10  feet  6  inches  depth,  79°.  Winds :  E.,  E.,  E.  All 
this  day  making  short  tacks  from  the  land,  and  into  7  fathoms  on  St.  Eoque  Banks. 

Nov.  3.  Lat.  4°  45'  S. ;  long.  36°  02'  W.  Current,  W.  N.  W.,  |  knot  per  hour.  Barometer,  29.96; 
temperature  of  air,  81° ;  of  water,  79° ;  water,  at  10  feet  6  inches  depth,  79°.  Winds :  E.,  E.,  E.  All  this 
day  making  short  tacks  from  the  land,  and  into  7  fathoms  on  St.  Eoque  Banks. 

Nov.  4.  Lat  4°  43'  S. ;  long.  35°  33'  W.  Current,  W.  N.  W.,  J  knot  per  hour.  Barometer,  29.96 ; 
temperature  of  air,  81" ;  of  water,  79° ;  water,  at  10  feet  6  inches  depth,  78  J°.  Winds :  E.,  E.,  E.  All  this 
day  making  short  tacks  from  the  land,  and  into  7  fathoms  on  St.  Roque  Banks. 

Nov.  5.  Lat.  4°  47'  S.;  long.  35"  08'  W.  Current,  N.  W.,  |  knot  per  hour.  Barometer,  29.96; 
temperature  of  air,  82° ;  of  water,  79  J°;  water,  at  10  feet  6  inches  depth,  79i°.  Winds :  E.  S.  E.,  E.  S.  E., 
E.  S.  E.     Light  winds,  clear ;  making  short  tacks  off  the  land,  in  7  fathoms  of  water,  on  St.  Roque  Banks. 

Noy.  6.  Lat.  5°  44'  S. ;  long.  35°  05'  W.  Current,  N.  W.  by  N.,  1  knot  per  hour.  Barometer, 
29.95;  temperature  of  air,  81°;  of  water,  79°;  water,  at  10  feet  6  inches  depth,  79°.  Winds:  E.  S.  E., 
E.  S.  E.,  E.  S.  E.  I  am  now  south  of  St.  Roque,  and  in  the  five  days  I  have  been  beating,  I  have  not  had 
one  hour's  stout  wind,  but  less  current  than  north  of  the  line.  I  have  been  on  the  bank  every  tack,  and  in 
one  instance  into  4  fathoms,  off  Point  Calcanhar :  I  think  the  soundings  in  the  vicinity  of  the  banks  are 
correct  in  many  places. 

Nov.  7.  Lat.  6°  20'  S.;  long.  34°  50'  W.  Current,  N.  N.  W.,  |  knot  per  hour.  Barometer,  29.99 ; 
temperature  of  air,  80°;  of  water,  79:  water,  at  10  feet  6  inches  depth,  79°.  Winds:  S.  E.,  E.  S.  E., 
S.  E.  by  E.     Light  winds  and  clear.     Tacked  twice  near  the  land. 

Nov.  8.     Lat.  6°  40'  S. ;  long.  34°  37'  W.     Current,  N.  N.  W.,  I  knot  per  hour.     Barometer,  30,01 ; 


ROUTKS  TO   RIO,    ETC.  487 

temperature  of  air,  81°  ;  water,  79°  ;  water,  at  10  feet  6  inches  depth,  79°.     Winds :  S.  S.  E.,  S.  E.  by  E. 
Light  winds  and  clear ;  tacked  several  times  as  the  wind  varied  a  point  or  two. 

Nov.  9.  Lat.  7°  50'  S. ;  long.  34°  42'  W.  Current,  N.,  J  knot  per  hour.  Barometer,  80.03  ;  tempera- 
ture of  air,  81° ;  of  water,  79|° ;  water,  at  10  feet  6  inches  depth,  791°.  "Winds :  S.  E.  by  E.,  E.  S.  E.,  E. 
S.  E.  At  10  P.  M.  had  a  squall  from  N.  E.  for  half  an  hour,  attended  with  heavy  rain.  Remainder  of 
the  day  clear,  with  light  wind. 

This  tack  is  not  quoted  as  an  illustration  of  the  route ;  for  the  vessel,  as  it  appears  from  the  captain's 
letter,  had  sustained  injuries  to  her  bottom  by  striking  aground,  which  injured  her  sailing.  This  abstract, 
however,  may  be  studied  with  profit  by  those  who  are  making  an  October  passage,  for  it  gives  much 
information  touching  the  winds,  &c.,  during  that  month. 

Annie  Buchman  (Barber),  New  York  to  Canton,  nineteen  days  out. 

Oct.  18,  1852.  Lat.  16°  39'  N. ;  long.  30°  50'  W.  Barometer,  29.9 ;  temperature  of  air,  82° ;  of  water, 
80°.  Winds :  E.  S.  E.  to  S.  W.,  calm,  and  east.  Good  breeze ;  night  wind  baffling  to  S.  E.  and  S.  W., 
quite  light ;  4  A.  M.,  calm ;  ends  light  airs  from  the  east. 

Oct.  19.  Lat.  15°  02'  N. ;  long.  30°  29'  W.  Barometer,  29.9  ;  temperature  of  air,  82°  ;  of  water,  81°. 
Winds :  E.,  E.  by  S.,  E.  S.  E.  Light  winds  and  fair  weather  all  day.  Several  current  ripples,  but  have 
had  no  current. 

Oct.  20.  Lat.  13°  28'  N. ;  long.  30°  05'  W.  Barometer,  30.00 ;  temperature  of  air,  82° ;  of  water,  81°. 
Winds :  E.  by  S.,  E.  S.  E.,  PI  S.  E.  Light  winds  and  overcast :  light  showers  passing  over  us  from  westward 
without  the  wind's  hauling.     Latter  part,  moderate  and  pleasant. 

Oct.  21.  Lat.  10°  46'  N.;  long.  29°  46'  W.  Barometer,  30.00 ;  temperature  of  air,  83° ;  of  water,  82°. 
Wind  :  E.  S.  E.    Moderate  breeze  and  passing  squalls  all  day. 

Oct.  22.  Lat.  8°  24'  K;  long.  29°  15'  W.  Barometer,  29.9;  temperature  of  air,  83°;  of  water,  82°. 
Winds:  E.  S.  E.,  E.  by  S.,  E.  S.  E.  to S.  Moderate  and  pleasant;  right  good  breeze;  latter  part,  unsteady, 
baffling,  with  light  showers. 

Oct.  23.  Lat.  7°  30'  N. ;  long.  29°  43'  W.  Barometer,  29.9 ;  temperature  of  air,  82° ;  of  water,  82°. 
Winds :  S.,  S.  S.  E.,  S.  S.  E.     Light  winds  and  calm ;  night,  same ;  latter  part,  moderate  breeze. 

•  Oct.  24.  Lat.  6°  43'  N.;  long.  29°  33'  W.  Barometer,  29.9;  temperature  of  air,  82°;  of  water,  82°. 
Winds:  S.  by  E.,  S.  S.  W.,  calm ;  strong  breezes.  8  P.  M.  tacked  to  S.  E.  Night  rainy,  with  squalls;  latter 
part,  calm  ;  and  a  bad  bubble  of  southerly  sea. 

Oct.  25.  Lat.  6°  18'  N.;  long.  29°  5'  W.  Current,  20  miles,  S.  E.  Barometer,  29.9  ;  temperature  of 
air,  84°;  of  water,  82°.  Winds:  calm,  all  round  calm;  calm  and  hazy;  night,  light  squalls  all  around; 
latter  part,  calm.    The  ship  has  not  gone  more  than  20  miles  through  the  water  all  day. 

Oct.  26.    Lat.  5°  82'  N. ;  long.  28°  50'  W.     Current,  18  miles,  S.  by  W.    Barometer,  29.9  ;  tempera- 


438  THE  WIND  AND  CURRENT  CHARTS. 

tare  of  air,  83°  ;  of  water,  82°.  Winds :  calm,  S.  "W.,  S.  "W.  Calm  in  the  beginning ;  during  the  night  and 
latter  part,  very  faint  airs  from  S.  W. 

Oct.  27.  Lat.  4°  55'  N. ;  long.  28°  29'  "W.  Current,  15  miles,  S.  Barometer,  29.9 ;  temperature  of 
air,  81° ;  of  water,  82°.  Winds :  S.  W.,  S.  S.  W.,  S.  S.  W.  Very  light  airs  all  day ;  hardly  steerage  way ; 
during  the  night,  heavy  showers ;  wind  baffling  from  west  to  south. 

Oct.  28.  Lat.  4°  43'  N. ;  long.  27°  39'  W.  Barometer,  29.9  ;  temperature  of  air,  82° ;  of  water,  82°. 
Winds :  S.  S.  W.,  S.  W.,  S.  Light  winds  and  squally,  with  plenty  of  rain;  at  times,  nearly  calm ;  a  heavy 
southerly  swell.  ■ 

Oct.  29.  Lat.  3°  38'  N".;  long.  28°  40'  W.  Barometer,  29.9 ;  temperature  of  air,  81°  ;  of  water,  82°. 
Winds:  S.,  S.  by  E.,  S.  by  E.  First  six  hours  squally;  during  the  night  and  latter  part,  moderate  and 
pleasant.     Stood  to  eastward  first  three  hours,  then  S.  W.  by  W. 

Oct.  30.  Lat.  2°  20'  N.;  long.  30°  6'  W.  Barometer,  29.9;  temperature  of  air,  80°;  of  water,  82°. 
Winds :  S.  by  E.,  S.  S.  E.,  S.  S.  E.,  calm,  S.  by  E.  Unsteady  breeaes,  with  showers,  from  S.  E.  to  S.,  every 
few  minutes ;  calm  for  three  hours. 

Oct.  31.  Lat.  1°  10'  K;  long.  31°  2'  W.  Barometer,  29.9;  temperature  of  air,  81°;  of  water,  82°. 
Winds :  S.  by  E.,  S.  S.  E.,  S.  E.  by  S.  Moderate  and  fair  weather.  Stood  5 J  hours  to  the  eastward ; 
tacked  to  the  southward  and  westward  at  midnight. 

Nov.  1.  Lat.  55' S. ;  long.  32°  W.  No  current.  Barometer,  29.9 ;  temperature  of  air,  82° ;  of  water, 
82°.  Winds :  S.  E.,  S.  E.,  S.  E.  to  S.  S.  E.  Moderate  breezes  and  pleasant.  Crossed  the  equator  about 
midnight,  35^  days  from  New  York,  in  long.  31°  30'.  Stood  to  the  eastward  the  last  two  hours.  My  last 
three  passages  have  been  27,  28,  27  days ;  in  all  of  which,  I  went  as  far  east  as  26°,  and  crossed  east  of  29°. 
This  time  there  was  no  choice ;  go  ahead  or  beat. 

[And  you  did  right.] 

Nov.  2.  Lat.  3°  14'  S.;  long.  31°  38'  W.  No  current.  Barometer,  29.9 ;  temperature  of  air,  80°; 
of  water,  80°.  Winds:  S.  S.  E.  to  S.  E.,  E.  by  S.,  E.  Moderate  trades  and  pleasant.  Stood  to  the  eastward 
2  hours ;  tacked  to  the  southward  at  2  P.  M.     During  the  night  and  latter  part,  good  breezes. 

Nov.  3.  Lat.  6°  19'  S.;  long.  31°  42'  W.  Barometer,  29.9;  temperature  of  air,  80°;  of  water,  80°. 
Wind :  E.  to  E.  S.  E.  all  day.  Good  breeze  and  fine  weather.  Steering  south  most  of  the  time,  wind  free. 
No  current  since  crossing  the  equator. 

Nov.  4.  Lat.  9°  34'  S.;  long.  31°  31'  W.  Barometer,  29.9;  temperature  of  air,  80°  ;  of  water,  80°. 
Winds :  E.  by  S.,  E.  by  S.,  E.  Good  breezes  and  fine  weather.  This  is  the  first  time  I  ever  made  a  south 
course  from  the  equator  to  this  latitude.  We  might  have  made  easting,  the  wind  being  free  on  a  south 
course.    No  current.     Longitude  O  and  £  comes  within  9  miles  of  chronometer. 

Robert  Wing  (L.  Crowell),  New  York  to  Buenos  Ayres,  fifteen  days  out. 

Oct.  18,  1852.  Lat.  20°  21'  N. ;  long.  44°  31'  W.  Temperature  of  air,  83° ;  of  water,  83°.  Winds : 
E.  by  S.,  E.  S.  E.,  S.  E.     Very  fresh  breezes,  attended  with  squalls  of  wind  and  rain,  with  high  sea  from 


439 

S.  E.;  wanting  to  make  more  easting;  wind  hung  very  obstinate  to  E.  S.  E. ;  am  afraid  the  wind  may- 
hang  on  too  long  to  cross  the  equator  where  I  intended;  I  never  knew  the  trades  to  work  so  far  to  the 
southward  and  eastward  at  this  or  any  other  season. 

Oct.  19.  Lat.  18°  40'  N. ;  long.  43°  30'  "W.  Temperature  of  air,  84° ;  of  water,  83°.  Winds :  E.  S.  E^ 
E.,  E.    Fresh  breezes,  with  hard  squalls  of  rain ;  very  bad  appearances ;  bad  sea  running  from  S.  E. 

Oct.  20.  Lat.  17°  40'  N.;  long.  43°  08'  W.  Temperature  of  air,  85°  ;  of  water,  82°.  Winds:  K  by 
N.,  E.  by  S.,  E.  S.  E.     Fresh  breezes,  with  hard  squalls  of  wind  and  rain.    Latter  part,  pleasant, 

Oct.  21.  Lat.  16°  51'  N.;  long.  42°  07'  W.  Temperature  of  air,  85°  ;  of  water,  82°.  Winds:  S.  S.  E., 
S.,  S.  by  W.  Light  winds  and  pleasant ;  wind  varying  from  E.  S.  E.  to  S.  and  S.  W. ;  have  had  no  N.  E. 
trade-winds  hanging  obstinately  at  S.  and  E. 

Oct.  22.  Lat.  17°  15'  N. ;  long.  40°  36'  W.  Temperature  of  air,  84° ;  of  water,  82°.  Winds :  S.  by 
W.,  S.,  S.  S.  E.  Moderate  breezes  and  pleasant ;  wind  varying  from  S.  by  W.  to  S.  E. ;  very  dull  pros- 
pects, not  finding  any  trades;  wind  hanging  obstinately  at  southward  and  eastward. 

Oct.  23.  Lat.  16°  08'  N. ;  long.  40°  09'  W.  Temperature  of  air,  84° ;  of  water,  82°.  Winds :  E.  by 
N.,  E.  by  N.,  east.     Moderate  breezes  and  pleasant ;  all  sail  set. 

Oct.  24.  Lat.  14°  17'  N.;  long.  39°  00'  W.  Temperature  of  air,  83°;  of  water,  82J°.  Winds:  E., 
E.,  E.  by  S.     Moderate  breezes  and  pleasant ;  all  sail  set. 

Oct.  25.  Lat.  12°  22'  N. ;  long.  38°  55'  W.  Temperature  of  air,  85° ;  of  water,  82°.  Winds :  E.  S.  E., 
E.  S.  E.,  S.  E.  First  part,  fresh  breezes,  E.  S.  E.,  with  squalls ;  middle  and  latter  part,  moderate,  winds 
baffling  from  S.  W.  to  E. ;  tacked  to  make  easting  when  opportunity  offers;  appearances  of  strong  current ; 
heavy  tide  rips. 

Oct.  26.  Lat.  12°  12'  N. ;  long.  38°  55'  W.  Temperature  of  air,  84°  ;  of  water,  82°.  Winds :  calm, 
calm,  S.  E.     First  and  middle  parts,  calm;  latter  part,  light  airs  from  S.  E.  to  N. ;  11  to  12,  heavy  rain. 

Oct.  27.  Lat.  11°  31'  N.;  long.  38°  30'  W.  Temperature  of  air,  83°;  of  water,  83°.  Winds:  east, 
E.  S.  E.,  E.  by  S.  Light  baffling  airs  from  E.  N.  E.  to  S.  E.;  pleasant  weather;  very  heavy  tide  rips,  more 
so  than  I  have  ever  seen  in  the  Atlantic,  equal  to  the  rippling  on  George's  Bank,  yet  I  have  not 
experienced  any  current  about  here. 

Oct.  28.  Lat.  10°  05'  N.;  long.  37°  45'  W.  Temperature  of  air,  86° ;  of  water,  84°.  Winds :  E.  S.  B, 
E.  by  S.,  S.  E.  Fresh  breezes  and  pleasant ;  middle  and  latter,  baffling  airs  from  E.  N.  E.  to  S.  E. ;  heavy 
tide  rips.     Barque  steering  north.     Air,  E.N. E.     Current,  15  miles  during  last  24  hours. 

Oct.  29.  Lat.  8°  11'  N. ;  long.  36°  29'  W.  Temperature  of  air,  86° ;  of  water,  84°.  Winds:  E.  by 
N.,  E.  by  N.,  E.  by  S.  Fine  breezes  and  pleasant,  with  occasional  light  squalls  of  rain ;  25  miles  easterly 
current. 

Oct.  30.  Lat.  7°  17'  N.;  long.  35°  58'  W.  Temperature  of  air,  85°;  of  water,  84°.  Winds:  B, 
E.  S.  E.,  S.  E.    First  and  middle  part,  light  variable  winds ;  latter  part,  fresh  breezes,  heavy  appearances. 

Oct.  31.  Lat.  5°  31'  N.;  long.  36°  12'  W.  Temperature  of  air,  85° ;  of  water,  84°.  Winds :  E.  S.  E., 
S.  E.,  S.  E.     First  part,  fresh  breezes ;  middle  and  latter,  baffling  from  E.  to  S.;  had  rain  squalls. 


440  '  THE  WIND  AND  CUEBENT  CHARTS. 

Nov.  1.  Lat.  5°  07'  N.;  long.  35°  09'  W.  Temperature  of  air,  84°;  of  water,  84°.  Winds:  E.,  E, 
by  S.,  E. ;  light  variable  winds,  from  E.  to  S.  E.  with  squalls ;  tacked  several  times,  to  take  advantage  of 
starts  of  wind,  having  had  very  bad  chances  to  make  easting  when  T  wished,  not  getting  any  N.  E.  trade. 

Nov.  2.  Lat.  3°  12'  N. ;  long.  34°  85'  W.  Temperature  of  air,  84° ;  of  water,  82°.  Winds :  E.  S.  E., 
E.  N.  E.,  S.  E. ;  light  breezes  and  pleasant,  from  E.  S.  E.  to  S.  E. ;  tacked  three  times,  to  make  slants  to  the 
east.  I  have  had  120  miles  easterly  current  between  lat.  11°  30'  and  3°  N.  in  five  days.  Here,  I  should 
recommend  a  vessel  to  make  her  easting,  in  case  the  S.  E.  trades  reach  as  far  north  as  this  parallel,  as  they 
have  with  me.     I  shall  stand  on  for  Cape  St.  Koque,  rather  than  tack  back  to  the  N.  and  E. 

Nov.  3.  Lat.  2°  07'  N. ;  long.  35°  08'  W.  Temperature  of  air,  83° ;  of  water,  82°.  Winds :  E.  S.  E., 
S.  E.,  S.  E. ;  light  winds  and  squalls ;  find  it  very  HifScult  to  make  easting,  unless  making  too  much  north- 
ing, having  had  no  chance  for  a  slant.     The  most  unfavorable  chance  I  ever  saw. 

Nov.  4.  Lat.  00°  12'  S.;  long.  35°  45'  W.  Temperature  of  air,  82° ;  of  water,  82°.  Wind:  S.  E.; 
fresh  breezes  and  clear.  I  have  availed  myself  of  every  opportunity  to  make  easting,  since  I  first  entered 
the  region  of  the  N.  E.  trade- winds,  but  have  found  none — a  very  singular  occurrence ;  have  very  unwill- 
ingly crossed  the  equator  in  35°  45'.  Shall  stand  on  for  the  land,  unless  I  am  favored  with  a  slant ;  shall 
evidently  fetch  to  leeward  of  Cape  St.  Roque  ;  this  I  expected  when  I  found  the  N.  E.  trades  to  fail  me.  If 
I  fall  to  leeward  of  Cape  St.  Roque,  it  will  not  be  the  fault  of  Lieut.  Maury,  unless  he  can  govern  the 
elements ;  this  we  do  not  look  for  him  to  do  ;  although  the  great  improvements  for  navigators  that  he  has 
been  so  attentive  to,  are  indeed  wonderful.    No  current. 

Nov.  5.  Lat.  2°  35'  S.;  long.  35°  51'  W.  Temperature  of  air,  80°;  of  water,  82°.  Winds:  S.  E., 
S.  E.  by  E.,  E.  by  S. ;  fresh  breezes  and  pleasant ;  standing  on  for  the  land. 

Nov.  6.  Lat.  4°  48'  S. ;  long.  36°  08'  W.  Temperature  of  air,  82° ;  of  water,  78°.  Winds :  E.  S.  E., 
E.  by  S.,  E.  by  S. ;  fresh  breezes,  and  clear.  At  11  A.  M.,  the  water  discolored  ;  at  11  hours  30  min.  saw 
the  land  60  miles  to  the  leeward  of  Cape  St.  Roque ;  meridian,  on  the  reef;  saw  breakers  J  mile  distant  to 
S.  W. ;  tacked  off  the  land ;  the  land  here  is  low  and  sandy ;  but  there  is  no  danger  with  a  good  lookout ; 
you  can  always  tell  by  the  water,  as  it  becomes  white  as  you  near  the  Bank.    A  barque  in  sight,  standing  in. 

Nov.  7.  Lat.  4°  09'  S. ;  long.  35°  07'  W.  Temperature  of  air,  82°;  of  water,  80°.  Winds:  S.  E. 
by  S.,  S.  E.,  S.  S.  E.  Fine  breezes  and  pleasant;  middle  and  latter  part  moderate.  At  6  A.  M.  tacked  to 
the  southward.     This  is  the  first  chance  I  have  had  to  make  a  start  to  the  eastward,  for  fifteen  days. 

Nov.  8.  Lat.  5°  11'  S. ;  long.  35°  15'  W.  Temperature  of  air,  83° ;  of  water,  81i°.  Winds :  S.  E., 
S.  E.  by  E.,  S.  E.  First  part,  moderate  breezes  ;  middle  and  latter  part,  fine  breezes  and  clear.  At  5  P.  M. 
tacked  to  the  E.  N.  E.  two  hours  ;  tacked  to  the  southward,  stood  five  hours ;  stood  E.  N.  E.  four  hours ; 
tacked  to,  eight  hours.  At  11  hours  30  min.  A.  M.,  water  discolored  ;  stood  in  to  ten  fathoms ;  saw  the 
land,  Point  Calcanhar,  bearing  W.  by  N.  6  miles;  found  no  difficulty  in  making  to  windward.  Current, 
half  mile,  W.  N.  W. 

Nov.  9.     Lat.  5°  52'  S.;  long.  35°  05'  W.    Temperature  of  air,  84°  ;  of  water,  80°.    Wind:  S.  E.    Fresh 


ROUTES  TO  RIO,   ETC.  441 

breezes  and  pleasant ;  high  sea  from  S.  E. ;  standing  off  and  on  in  shore ;  working  along  the  coast ;  find  the 
sounding  quite  regular,  from  7  to  12  fathoms ;  reef  showing  very  plain ;  little  or  no  current  about  here. 

Nov.  10.  Lat.  6°  35'  S.;  long.  35°  05'  W.  Temperature  of  air,  84°;  of  water,  80°.  Winds:  S.,  S. 
S.  E.,  S.  E.  by  S.  Fresh  breezes  and  pleasant ;  working  all  along  the  coast.  This  has  been  a  very 
unfavorable  chance  for  any  vessel  to  work  up  the  coast ;  notwithstanding,  I  have  made  as  much  headway 
as  I  could  have  expected  to,  on  the  coast  of  North  America  ;  and  I  would  also  say  that  one  need  not  fear 
Cape  St.  Eoque,  unless  it  is  much  different  from  what  I  found  it.  I  shall  always  aim  to  cross  the  equator 
west  of  31°,  being  sure  that  there  is  but  little  current  about  this  cape. 

Nov.  11.  Lat.  6°  41'  S.;  long.  34°  00'.  Temperature  of  air,  85°  ;  of  water,  80°.  Winds:  S.  S.E., 
S.  E.,  S.  S.  E.  Fresh  breezes  and  fine  weather.  Working  up  the  coast ;  wind  obstinate  at  S.  S.  E.,  and 
S.E. 

Nov.  12.  Lat.  7°  56'  S.;  long.  34°  27'  W.  Temperature  of  air,  83°;  of  water,  80°.  Winds:  S.  E., 
S. E.,  S.E.  by  S.  Light  breezes  and  fine  weather.  Saw  several  catamarans.  Land  in  sight,  off  Pernam- 
buco.  This  is  the  sixth  day  since  I  first  made  the  land  sixty  miles  to  leeward  of  Cape  St.  Roque ;  have 
worked  nearly  dead  to  windward. 

Up  to  this  time  she  had  had  the  winds  from  the  westward,  principally  from  the  northward  and  west- 
ward. She  did  not  take  sufficient  advantage  of  them,  and  therefore  crossed  the  equator  farther  to  the 
westward  than  it  is  desirable  to  do.  Nevertheless,  her  abstract  proves  that,  by  crossing  as  far  west  as  36°, 
one  is  not  hopelessly  to  leeward. 

It  is  very  easy,  after  one  sees  how  the  winds  have  been,  to  say  what  the  course  should  have  been. 
But  I  hope  navigators  will  not  regard  my  critiques  upon  their  tracks,  ever,  in  an  offensive  light.  We  must 
profit  each  by  the  experience  of  others ;  and,  though  Captain  Crowell  did  keep  to  the  west  of  the  track 
prescribed,  it  does  not,  therefore,  follow  that  he  is  to  blame.  Whether  the  navigator  be  to  blame  or  not, 
is  no  concern  of  mine.  It  is  my  aim  to  give  sailing  directions,  and  to  lay  them  down  so  clearly  that  all 
who  will,  may  understand  them.  And  I  know  no  better  way  of  doing  this  than  by  making  examples  teach 
by  the  experience  which  others  are  kind  enough  to  spread  before  me. 

Though  Captain  Crowell  did  "stick  her  away  south"  sooner  than  in  my  judgment  it  was  advisable, 
yet  he  had  no  cause  to  regret  it.  He  gained  upon  the  old  route  some  ten  or  fifteen  days,  and  in  a  week 
afterwards  he  was  running  off  with  topmast  studding-sails  set,  with  Cape  St.  Eoque  a  long  way  off  under 
his  lee. 

Ship  Capitol  (Gorham),  Richmond,  to  San  Francisco,  16  days  out. 
Nov.  4,  1852.    Lat.  19°  36'  K;  long.  34°  53'  W.    Squally,  E.,  S.  E. 
Nov.  5.    Lat.  17°  16'  N.;  long.  33°  55'  W.    Moderate  breezes,  E.  by  S. 
Nov.  6.     Lat.  14°  54'  N.;  long.  33°  08'  W.    Moderate  breezes,  E. 
Nov.  7.     Lat.  12°  34'  N. ;  long.  32°  20'  W.     Fresh  breezes,  E.  by  S. 
5ft 


442  THE  WIND  AND  CURRENT  CHARTS, 

Nov.  8.  Lat.  10°  06'  N. ;  long.  31°  10'  W.  Squally,  E.,  E.  N.  E.,  N.  E, 

Nov.  9.  Lat.  8°  04'  K;  long.  30°  38'  W.  Squally,  with  rain,  E.,  S.  E.,  E. 

Nov.  10.  Lat.  7°  35'  N. ;  long.  29°  58'  W.  Squally,  with  rain,  E.,  S.  E.,  E.  by  S. 

Nov.  11.  Lat.  6°  39'  N. ;  long.  29°  30'  W.  Squally,  with  rain,  S.  E.,  E.  S.  E.,  E.  N.E. 

Nov.  12.  Lat.  5°  29'  N. ;  long.  29°  04'  W.  Squally,  with  rain,  N.  E.,  E.,  S.  E. 

Nov.  13.  Lat.  4°  51'  N. ;  long.  28°  52'  "W.  Light  and  baffling,  S.  S.  E.,  N.  E.,  S.  E. 

Nov.  14.  Lat.  3°  45'  N. ;  long.  28°  50'  W.  Squally,  S.  E.,  E.,  N.  E. 

Nov.  15.  Lat.  2°  47'  N. ;  long.  29°  35'  W.  Squally,  S.  E.,  E.  N.  E.,  E.  N.  E. 

Nov.  16.  Lat.  2°  31'  N. ;  long.  30°  00'  W.  Calm,  and  rain  squalls,  baffling  airs. 

Nov.  17.  Lat.  1°  01'  N. ;  long.  30°  15'  W.  Moderate  breezes,  S.  S.  W.,  S.  E.  by  E.,  E. 

Nov.  18.  Lat.  1°  18'  S. ;  long.  31°  16'  W.  Moderate  breezes,  S.  E. 

Nov.  19.  Lat.  3°  49'  S. ;  long.  32°  16'  W.  Moderate  breezes,  S.  E. 

Nov.  20.  Lat.  6°  37' S.;  long.  33°  19' W.  Moderate  breezes,  S.  E. 

Ship  George  Baynes,  Boston  to  San  Francisco,  twenty-two  days  out. 

Nov.  4.  Lat.  22°  00'  N.;  long.  27°  18'  W.  Winds :  E.  N.  E.,  E.,  E.  by  S.  First  part,  squally ;  latter 
part,  moderate  breezes. 

Nov.  5.    Lat.  18°  15'  K;  long.  26°  50'  W.    Wind:  E.     Fine  weather. 

Nov.  6.     Lat.  15°  58'  N. ;  long.  26°  40'  W.     Wind :  E.     Pleasant  breezes. 

Nov.  7.     Lat.  13°  06'  N. ;  long.  26°  40'  W.     Wind :  E.     Pleasant  breezes. 

Nov.  8.  Lat.  10°  15'  N.;  long.  26°  34' W.  Winds:  E.,E.N.E.,E.N.  E.  During  the  night,  sharp 
lightning  to  S.  E. ;  at  noon,  wind  hauled  to  S.  E.  in  a  squall. 

Nov.  9.  Lat.  8°  30'  N. ;  long.  26°  20'  W.  Winds :  E.  S.  E.,  S.  E.,  E.  S.  E.  Begins  with  moderate 
breezes ;  middle  part,  squally.     Ends  light  breezes. 

Nov.  10.  Lat.  7°  34'  N. ;  long.  26°  44'  W.  Winds  :  S.  S.  E.,  calm,  E.  First  part,  light  airs;  middle, 
calm  ;  latter  part,  light  airs. 

Nov.  11.  Lat.  6°  32'  N. ;  long.  26°  36'  W.  Winds :  E.,  E.  N.  E.  Light  airs  and  calms ;  considerable 
lightning  in  S.  and  N.  E. 

Nov.  12.  Lat.  5°  26'  N.;  long.  26°  48'  W.  Winds:  E.,  E.  S.  E.,  calm.  Begins  calm  with  rain;  at 
8  P.  M.  wind  hauled  in,  squall  to  S.  E.    Ends  calm.  ^ 

Nov.  13.    Lat.  4°  55'  N. ;  long.  27°  04'  W.    Winds :  E.  S.  E.,  S.  S.  E.,  calm.    Light  airs. 

Nov.  14.  Lat.  3°  27'  N. ;  long.  27°  18'  W.  Winds :  E.  S.  E.,  S.  E.  First  part,  squally;  middle,  light 
breezes;  latter,  moderate  breezes. 

Nov.  15.    Lat.  2°  07'  N. ;  long.  28°  00'  W.     Winds  :  S.  E.  by  S.     Moderate  breezes  and  squally. 

Nov.  16.    Lat.  1°  15'  S. ;  long.  28°  42'  W.     Winds :  S.,  S.  S.  E.     Light  breezes. 

Nov.  17.  Lat.  0°  02'  S.;  long.  29°  00'  W.  Winds:  S.  S.  E.,  S.  E.  Moderate  breezes  and  fine 
weather. 


ROUTES  TO  RIO,   ETC.  ^^ 

Nov.  18.    Lat.  2°  06'  S. ;  long.  29°  24'  W.     Winds :  S.  E.,  E.  S.  B.,  S.  B.  by  E.    Steady  breezes. 
Nov.  19.    Lat.  4°  44'  S.;  long.  30°  55'  W.     Winds:  S.  E.  by  E.,  S.  E.     Steady  breezes. 
Nov.  20.    Lat.  7°  40'  S. ;  long.  31°  50'  W.     Winds:  S.  B.,  E.  S.  E.     Steady  breezes. 

Brig  Georgiana  (Chase),  New  York  to  Mozambique,  eighteen  days  out. 

Nov.  13,  1851.  Lat.  20°  04'  N. ;  long.  31°  13'  W.  Winds:  S.  W.,  S.  S.  W.  Fresh  breezes  and  fine 
weather. 

Nov.  14.    Lat.  19°  54'  N. ;  long.  29°  24'  W.    Wind :  S.  S.  W.    Light  breezes  with  fine  clear  weather. 

Nov.  15.    Lat.  18°  36'  N. ;  long.  29°  53'  W.     Winds :  S.,  S.  S.  W,    Light  airs  and  cloudy. 

Nov.  16.    Lat.  17°  52'  N.;  long.  30°  25'  W.    Winds:  calm,  S.  S.  W.,  calm.     Cloudy  weather. 

Nov.  17.  Lat.  15°  55'  N. ;  long.  30°  14'  W.  Winds :  S.  S.  W.,  S.,  S.  E.  First  part,  light;  latter, 
fresh  breezes. 

Nov.  18.     Lat.  13°  49'  N.;  long.  29°  56'  W.   Winds  :  S.  E.,  E.  S.  E.,  E.  S.  E.    Pleasant  gales  and  fair. 

Nov.  19.    Lat.  10°  65'  N.;  long.  29°  00'  W.    Winds:  E.,  E.  by  N.     Fresh  trades. 

Nov.  20.    Lat.  8°  26'  N.;  long.  28°  04'  W.     Winds :  E.  N.  E.,  N.  E.  by  E.     Pleasant  gales. 

Nov.  21.  Lat.  5°  39'  N. ;  long.  27°  06'  W.  Wind:  E.  N.  E.  First  part,  fresh  breezes  and  pleasant; 
latter  part,  light  and  squally. 

Nov.  22.  Lat.  4°  55'  N. ;  long.  27°  35'  W.  Winds :  S.,  W.  S.  W.,  S.  W.  Light  and  baffling  airs ; 
clear  weather. 

Nov.  23.  Lat.  4°  01'  N. ;  long.  27°  20'  W.  Winds :  S.,  S.  S.  W.,  W.  S.  W.  Light  baffling  airs 
with  heavy  rain  squalls. 

Nov.  24.  Lat.  2°  33'  N. ;  long.  28°  41'  W.  Winds :  S.  E.  by  E.,  S.  E.  Strong  breezes;  very  heavy 
squalls. 

Nov.  25.  Lat.  0°  10'  N.;  long.  29°  40'  W.  Winds:  S.  S.  E.,  S.  E.  by  S.  Fresh  breezes  and  fine 
weather. 

Nov.  26.    Lat.  1°  35'  S. ;  long.  30°  35'  W.    Wind  :  S.  E.    Fine  breezes  and  pleasant. 

Nov.  27.    Lat.  4°  06'  S. ;  long.  30°  40'  W.     Wind  :  E.  S.  E.     Weather  pleasant. 

Nov.  28.     Lat.  6°  59'  S. ;  long.  30°  30'  W.    Wind :  E.  S.  E.    Fresh  breezes  with  squalls. 

Flying  Fish  (E.  E.  Nickels),  Boston  to  San  Francisco,  nine  days  out. 

Nov.  15,  1851.  Lat.  21°  27'  N. ;  long.  37°  29'  W.  Winds :  N.  W.  to  S.  W. ;  pleasant  weather  ;  all 
sail. 

Nov.  16.    Lat.  19°  00'  N. ;  long.  34°  36'  W.    Winds  :  S.  W. ;  changeable  weather. 

Nov.  17.    Lat.  17°  24'  N. ;  long.  33°  38'  W.    Winds :  S.  W.  to  S.  S.  E. ;  changeable  weather ;  all  sail. 

Nov.  18.  Lat.  16°  21'  N. ;  long.  34°  38'  W.  Winds  :  S.  to  S.  E.,  light ;  weather  unsettled,  rainy;  all 
sail. 


444  THE  WIND  AND  CURRENT  CHARTS. 

Nov.  19.  Lat.  13°  14'  N. ;  long.  35°  10'  W.  Winds:  S.  E.  by  E.,  moderate;  pleasant,  trade-like 
weather. 

Nov.  20.  Lat.  9°  50'  N.;  long.  34°  00'  W.  Wind:  S.  E.  to  E.,  brisk;  pleasant  weather ;  all  sail ; 
two  weeks  out;  average,  213  miles  per  day. 

Nov.  21.  Lat.  6°  34'  N. ;  long.  31°  55'  W.  Winds :  E.  by  S.  to  E.  by  N. ;  changeable  weather ;  some 
rain ;  all  sail. 

Nov.  22.  Lat.  5°  02'  N.;  long.  30°  45'  W.  Winds  :  E.  by  S.,  S.  to  S.  W.,  moderate;  changeable 
weather ;  tacked  twice ;  all  sail. 

Nov.  23.    Lat.  4°  58'  N. ;  long.  30°  07'  W.     Wind :  southerly  ;  light  or  calm  ;  very  pleasant ;  all  sail. 

Nov.  24.     Lat.  2°  31'  N. ;  long.  30°  48'  W.     Wind :  S.  E.,  brisk ;  changeable  weather  ;  all  sail. 

Nov.  25.  Lat.  0°  24'  S.;  long.  32°  04'  W.  Wind:  S.  E.;  pleasant;  all  sail;  nineteen  days  to  the 
line,  averaging  196  miles.     Saw  two  American  ships  bound  home. 

Nov.  26.  Lat.  2°  40'  S. ;  long.  32°  30'  W.  Moderate  winds ;  weather  changeable  and  showery ; 
all  sail. 

Nov.  27.  Lat.  5°  04'  S.;  long.  32°  50'  W.  Wind:  E.  S.  E. ;  pleasant  weather;  all  sail;  passed 
Fernando  de  Noronha  Islands ;  190  miles  average. 

Nov.  28.  Lat.  7°  14'  S. ;  long.  32°  44'  W.  Wind:  S.  E.,  baffling,  moderate  ;  unsettled  weather  ;  all 
sail.     Saw  a  ship  bound  to  the  northward. 

Ship  F.  W.  Brune  (D.  C.  Landis),  New  York  to  California,  eighteen  days  out. 

Nov.  18,  1852.  Lat.  19°  44'  N.;  long.  35°  50'  W.  Barometer,  30.05;  temperature  of  air,  79°;  of 
water,  80°.  Winds :  N.  to  N.  N.  E.,  N.  E.  to  S.  E.,  E.  S.  E.  to  E. ;  pleasant ;  light  squalls  with  rain,  and 
smooth  sea ;  middle  part,  light  easterly  breeze ;  latter  part,  light  easterly  breeze,  and  smooth  sea.  Have 
not  seen  the  Sargosso  this  twenty-four  hours.  The  barometer  has  been  fluctuating  for  some  days  past, 
being  down  to  30.00  in  the  evening,  and  up  to  30.05  in  the  morning,  similar  to  the  tide  of  the  ocean.  I 
have  observed  this  before  in  the  South  Atlantic  beyond  the  trade-winds,  but  never  so  much  difference — 
not  being  more  than  y^g. 

Nov.  19.  Lat.  18°  22'  N. ;  long.  34°  49'  W.  Variation,  1 2°  45'.  Barometer,  80.25  ;  temperature  of 
air,  79°  ;  of  water,  80°.  Winds :  E.,  E.,  E.  by  S.  Moderate  breezes  and  pleasant  weather.  Has  the 
appearance  of  a  strong  current  by  the  tide  rips,  but  did  not  observe  any  by  the  observations.   Sea  smooth. 

Nov.  20.  Lat.  16°  20' N.;  long.  34°  11' W.  Current,  W.  S.  W.,  i  knot  per  hour.  Barometer,  80.25  ; 
temperature  of  air,  78°;  of  water,  81°.  Winds:  E.  S.  E.,  and  E.  to  E.  S.  E.  First  and  middle  parts, 
moderate  breeze  and  pleasant ;  latter,  fresh  breezes  and  head  sea ;  strong  tide  rips  similar  to  those  in  the 
neighborhood  of  George's  Shoals. 

Nov.  21.  Lat  14°  34'  N. ;  long.  32°  53'  W.  No  current.  Barometer,  30.5  ;  temperature  of  air,  80° ; 
of  water,  81°.     Wind :  E.     Pleasant  weather ;  large  swell  from  S.  E.     Did  not  observe  any  current. 

Nov.  22.     Lat.  12°  40'  N.;  long.  31°  15'  W.     Current,  west,  |  of  a  knot  per  hour.     Barometer,  30: 


44» 

temperature  of  air,  80°;  of  water,  81°.    Winds:  E.  to  E.  N.  E.    First  and  middle  parts,  fresh  breezes; 
calm  and  pleasant  weather ;  heavy  head  sea ;  latter  part,  moderate  and  hazy. 

Nov.  23.  Lat.  (D.  E.)  11°  12'  N. ;  long.  30°  W.  Barometer,  29.95 ;  temperature  of  air,  78° ;  of  water, 
80°.  "Winds:  E.,  E.,  E.  S.  E.  Moderate  breezes  and  unpleasant  weather;  not  so  much  swell;  latter  part, 
heavy  dark  appearance  to  the  southward,  and  I  think  the  trade-wind  is  done  ;  which  is  certainly  farther 
north  than  T  ever  lost  them  before  at  this  season  of  the  year,  though  I  have  been  5°  farther  east. 

Nov.  24.  Lat.  10°  5'  N.;  long.  28°  50'  W.  Barometer,  29.95 ;  temperature  of  air,  78°  of  water,  81°. 
Winds:  E.  to  S.  S.  E.,  E.  by  N.,  E.  First  part,  cloudy  gloomy  weather;  light  baffling  breezes;  middle, 
moderate  and  unsteady ;  latter,  light  and  pleasant ;  some  swell. 

Nov.  25.  Lat.  8°  20'  N.;  long.  27°  12'  W.  Current,  N.  W.,  i  knot  per  hour.  Barometer,  29.95; 
temperature  of  air,  80°;  of  water,  81°.  Winds:  E.  to  E.  N.  E.  Fine  breezes  and  pleasant.  Still  looks 
as  though  we  were  in  the  middle  of  the  trades;  but  T  do  not  think  they  will  remain  with  us  much  longer.^ 

Nov.  26.  Lat.  (D.  E.)  6°  45'  N. ;  long.  (D.  E.)  26°  12'  W.  Barometer,  29.90 ;  temperature  of  air,  80° ; 
of  water,  80°.  Winds :  E.,  E.,  and  S.  First  part,  moderate  and  pleasant ;  ends  squally  and  baffling ;  a 
heavy  turbulent  swell. 

Nov.  27.    Lat.  6°  9'  N. ;  long.  26°  13'  W.    Barometer,  29.90 ;  temperature  of  air,  81° ;  of  water, 
81°.     Winds:  S.  to  E.,  S.  to  E.,  E.  S.  E.     Squally  weather,  with  baflaing  winds;  heavy  swell  from  the 
■  south. 

Nov.  28.  Lat.  5°  13'  N.;  long.  26°  30'  W.  Current,  N.  W.,  1  knot  per  hour.  Barometer,  29.95; 
temperature  of  air,  81°  ;  of  water,  81°.  Winds:  E.  S.  E.  to  S.  S.  E.  Squally,  with  light  baffling  breezes ; 
heavy  swell  from  the  south. 

Nov.  29.  Lat.  (D.  E.)4°  23'  N. ;  long.  (D.  E.)  26°  W.  Barometer,  29.90;  temperature  of  air,  81°;  of 
water,  81°.     Winds :  S.  S.  E.  to  E.  S.  E.     Light  winds  and  squally ;  swell  from  S.  E. 

Nov.  30.  Lat.  (D.  E.)  3°  38'  N. ;  long.  (D.  E.)  26°  30'  W.  Barometer,  29.90 ;  temperature  of  air,  78° ; 
of  water,  82°.  Winds :  S.  S.  E.  to  E.,  S.  S.  E.  to  E.,  S.  S.  E.  to  E.  S.  E.  Light  baffling  winds;  squally  and 
showery  ;  heavy  head  swell. 

Dec.  1.  Lat.  2°  45'  N. ;  long.  27°  25'  W.  Current,  1  knot,  W.  Barometer,  29.70 ;  temperature  of 
air,  78° ;  of  water,  82°.  Winds :  S.  S.  E.  to  S.  E.,  calm,  S.  by  E.  First  part,  light  baffling  airs;  middle  and 
latter,  squally ;  heavy  head  swell. 

Dec.  2.  No  observations.  No  current.  Barometer,  29.90;  temperature  of  air,  77°;  of  water,  82°. 
Winds :  S.,  S.,  E.  N.  E.  to  E.  S.  E.     Moderate  breezes  and  squally  weather.     Still  heavy  swell  from  S.  E. 

Dec.  3.  Lat.  1°  27'  N. ;  long.  27°  55'  W.  Barometer,  29.9 ;  temperature  of  air,  84° ;  of  water,  82°. 
Winds:  calms,  and  squalls,  S.  by  E.  First  and  middle  parts,  cloudy,  squally  weather;  latter  part,  more 
settled ;  a  heavy  head  sea. 

Dec.  4.  Lat.  00°  44'  N. ;  long.  28°  13'  W.  Current,  1  knot,  W.  N.  W.  Barometer,  29.95 ;  tempera- 
ture of  air,  84°  ;  of  water,  82°.     Winds :  S.,  S.  and  S.  by  E.     Moderate  winds,  and  squally ;  the  wind  some- 


44C       .  THE  WIND  AND  CURRENT  CHARTS. 

times  S. S.  W.;  pleasant  weather;  has  the  appearance  of  the  trade-winds;  God  knows  it  is  nearly  time  we 
had  them;  must  have  had  a  strong  current  to  the  westward,  these  three  days  past;  heavy  swell. 

Dec.  5.  Lat.  00°  56'  S.;  long.  29°  20'  W.  Current,  ^  knot,  W.N.  W.  Barometer,  29.95;  tempera- 
ture of  air,  83°  ;  of  water,  79°.  "Winds :  S.  by  E.,  S.  S.  E.,  S.  S.  E.  Light  breezes,  and  pleasant ;  large  head 
swell. 

Dec.  6.  Lat.  2°  48'  S. ;  long.  30°  35'  W.  Current,  J  knot,  per  hour,  W.  Barometer,  29.95 ;  tempera- 
ture of  air,  83° ;  of  water,  79°.  Wind  :  S.  S.  E.  Light  winds,  and  pleasant  weather ;  close  by  the  wind  ; 
heavy  head  swell. 

Dec.  7.  Lat.  3°  30'  S. ;  long.  31°  40'  W.  Current,  1  knot  per  hour,  "W.  N.  W.  Barometer,  29.95  ; 
temperature  of  air,  82°  ;  of  water,  79°.  Winds :  S.  by  E.,  S.  by  E.,  S.  S.  E.  Moderate  and  pleasant ;  some 
swell;  the  wind  hanging  far  south.     Latter  part,  squally  appearances.     Birds  around. 

Dec.  8.  Lat.  5°  37'  S. ;  long.  31°  33'  W.  Current,  none.  Barometer,  29.92 ;  temperature  of  air,  82°; 
of  water,  79°.     Wind  :  S.  E.  by  S.     Moderate  and  pleasant ;  smooth  sea. 

Dec.  9.  Lat.  8°  00' S.;  long.  32°  41' W.  Current,  f  knot  per  hour,  west.  Barometer,  29.95 ;  tempera- 
ture of  air,  83° ;  of  water,  79°.     Winds :  S.  E.  by  S.,  S.  E.,  S.  E.  by  E.    Fine  breezes  and  smooth  sea. 

Dec.  10.  Lat.  10°  47'  S. ;  long.  33°  01'  W.  No  current.  Barometer,  30.00;  temperature  of  air,  82° ; 
of  water,  80°.     Winds :  S.  E.  by  E.,  S.  E.  by  E.,  E.  by  S.     Fine  breezes  and  a  smooth  sea. 

Dec.  11.  Lat.  13°  56'  S.;  long.  33°  20'  W.  Current,  J  knot  per  hour,  south.  Barometer,  30.00; 
temperature  of  air,  80° ;  of  water,  80°.  Winds :  S.  E.  by  E.,  S.  E.  by  E.,  E.  Fine  breezes.  The  barometer 
fluctuating  /g^j,  which  I  never  observed  before  in  the  heart  of  the  trades.     Smooth  sea. 

Danube,  New  York  to  San  Francisco,  twelve  days  out. 

Nov.  25,  1852.  Lat.,  at  noon,  24°  29'  N;  long.  42°  16'  W.  Barometer,  30.10;  temperature  of  air, 
71° ;  of  water,  73°.  Moderate  breeze  all  round  the  compass,  and  very  dark,  no  one  hour  from  one  point. 
Evidently  a  very  strong  current  setting  S.  W.  No  part  of  the  24  hours  has  ship's  head  been  to  south  of 
S.  S.  E.  Sharp  lightning  at  S.  E.  Observations  of  yesterday  and  to-day,  good.  Ship,  when  heading  E. 
N.  E.  and  S.  S.  E.,  carrying  strong  starboard  helm.  Strong  ripplings  like  tide  rips.  Large  quantities  of 
dead-looking  brown  gulf- weed ;  no  fish ;  no  birds.  Heavy  swell  from  N.  W. ;  frequent  rain  squalls  from 
W.  S.  W.  to  S.  E.     Current,  1  mile  per  hour,  S.  W. 

Nov.  26.  Lat.  24°  29'  N.;  long.  40°  29'  W.  Barometer,  30.10;  temperature  of  air,  76°;  of  water, 
76°.  Winds :  S.  S.  E.,  S.  by  E.,  S.  Fresh  breeze ;  close  atmosphere ;  no  lightning ;  trade-clouds ;  19'  W.  S. 
W.  current.     Observations  good. 

Nov.  27.  Lat.  24°  49'  N.;  long.  37°  27'  W.  Barometer,  30.05;  temperature  of  air,  75°;  of  water, 
75°.    Wind:  S. by  E.  throughout  the  day.     Fresh  breeze;  gulf- weed;  flying  fish;  lead  colored  clouds. 

This  vessel  was  quite  far  enough  to  the  eastward  for  her  latitude ;  and  had  the  wind  been  fair,  she 
could  not  have  wished  a  better  than  a  south  course.    She  should  have  beat  across  this  belt,  and  should 


ROUTES  TO   RIO,   ETC.  447 

have  gone  in  search  of  a  wind,  instead  of  dallying  along  in  this  calm  place  waiting  for  a  wind  to  come 
to  her. 

Nov.  28.  Lat.  25°  25'  K;  long.  35°  27'  W.  Barometer,  80.05;  temperature  of  air,  74° ;  of  water, 
74°.     Winds :  S.  by  E.,  S.  by  E.,  S.  E.    Hard,  long,  heavy  squalls ;  double  reefs.    Much  gulf-weed. 

Nov.  29.  Lat.  23°  49'  K :  long.  36°  40'  W.  Barometer,  30.00 ;  temperature  of  air,  75° ;  of  water, 
75°.  Winds :  S.  E.,  S.  S.  E.,  S.  E.  Much  lightning  at  S.  E. ;  heavy,  hard-looking  weather.  During  the  24 
hours,  the  wind  has  varied  from  S.  to  S.  E.  Alternate  calms  and  hard  squalls  ;  gulf-weed  in  abundance. 
Flying  fish,  but  no  birds. 

Nov.  30.     Lat. ;  long. .    Barometer,  30.00 ;  temperature  of  air,  72°  ;  of  water,  75°.    Winds: 

all  around  the  compass ;  very  dark ;  heaviest  kind  of  thunder  and  lightning,  and  hard,  steady  rain,  with 
frequent  and  sudden  heavy  squalls  from  S.  E.  to  S.  S.  E.,  S.,  S.  W.,  back  to  S.  E.,  calm ;  then  very  heavy 
from  N.  W. ;  then  N. ;  then  E.  N.  E. ;  then  N.  E.,  with  steady  rain,  heavy  thunder,  sharp  chain  lightning. 
This  noon  it  blows  a  gale  from  N.  E. ;  am  now  in  hopes  the  weather  will  change  ;  close  reefs  ;  have  now 
had  the  winds  from  the  south  for  thirteen  days. 

Dec.  1.  Lat.  21°  34'  N. ;  long.  36°  04'  W.  Barometer,  30.00 ;  temperature  of  air,  74°;  of  water,  75°. 
Winds  :  N.  E.  to  E.,  S.  S.  E.,  S.  S.  E. 

Dec.  2.     Lat. ;  long. .     Barometer,  30.00 ;  temperature  of  air,  75°  ;  of  water,  76°.     Winds : 

S.  S.  E.,  S.,  S.  Extremely  dark  and  squally ;  barely  see  the  lines  to  write  in  front  of  a  four-paned  window. 
The  squalls  have  not  been  so  heavy  this  24  hours  as  previously,  although  the  rain  continues  unabated ;  no 
gulf- weed,  no  birds,  and  no  observations;  every  appearance  of  a  strong  westerly  current;  almost  impossible 
to  keep  dead  reckoning,  as  the  squalls  run  in  all  manner  of  ways. 

Dec.  3.  Lat.  21°  57'  N. ;  long.  34°  00'  W.  Barometer,  30.05 ;  temperature  of  air,  74°  ;  of  water,  76°. 
Winds :  S.,  variable,  S.  AV.,  S.  S.  E.;  Dark,  inky-looking  weather;  the  current  has  set  to  the  westward,  I 
should  judge,  full  1' per  hour. 

Dec.  4.  Lat.  21°  29'  N. ;  long.  33°  57'  W.  Barometer,  30.00 ;  temperature  of  air,  75° ;  of  water,  76°^ 
Winds :  S.,  S.  S.  E.,  S.  E.,  S.  E.,  S.  S.  W.,  S.  W.     Variable. 

Dec.  5.  Lat.  20°  49'  N. ;  long.  35°  05'  W.  Barometer,  30.00;  temperature  of  air,  76°;  of  water,  76°; 
variable  winds  from  S.  to  E. 

Dec.  6.  Lat.  20°  24'  N. ;  long.  35°  06'  W.  Current,  J  knot  per  hour,  W.  by  N.  Barometer,  30.10 ; 
temperature  of  air,  75°  ;  of  water,  76°.    Winds:  E.,  S.  E.,E.;  very  light  airs,  sometimes  dead  calm. 

Dec.  7.  Lat.  20°  20'  N. ;  long.  35°  06'  W.  Barometer,  30.00 ;  temperature  of  air,  75°  ;  of  water, 
76° ;  calm. 

Dec.  8.  Lat.  17°  50'  N. ;  long.  34°  06'  W.  Barometer,  30.10  ;  temperature  of  air,  75° ;  of  water,  76°. 
Winds :  E.  S.  E.,  E.,  E.  S.  E. ;  trades  at  last ;  fine  breeze. 

Dec.  9.  Lat.  16°  00'  N. ;  long.  38°  10'  W.  Barometer,  30.10 ;  temperature  of  air,  76°  ;  of  water,  76°. 
Winds:  E.  S.  E.,  S.,  S.  W.,  E.  S.  E. ;  gone  again ;  clear  trade  looking  westward. 


448  THE  WIND  AND  CURRENT  CHARTS. 

Dec.  10.  Lat.  12*  18'  K. ;  long.  32°  00'  W.  Barometer,  30.00 ;  temperature  of  air,  76°;  of  water,  76°. 
Winds :  E.,  E.  S.  E.,  E.  S.  E.;  fresh  breeze. 

Dec.  11.  Lat.  7°  47'  K ;  long.  32°  00'  W.  Barometer,  30.00 ;  temperature  of  air,  76°  ;  of  water,  76°. 
Wind :  E.  S.  E.  throughout ;  steady,  fresh  gale, 

Dec.  12.  Lat.  5°  47'  N.;  long.  30°  00'  W.  Barometer,  30.00 ;  temperature  of  air,  76° ;  of  water,  76°. 
Winds :  E.,  E.,  E.  N.  E. ;  steady,  fresh  gale. 

Dec.  13.  Lat.  4°  00'  N. ;  long.  29°  00'  W.  Barometer,  29.90 ;  temperature  of  air,  77° ;  of  water,  78°. 
Winds :  E.  S.  E.,  S.  E.  by  E.,  S.  E. ;  first  part,  fresh  breeze ;  latter  part,  moderate. 

Dec.  14.  Lat.  2°  6'  K;  long.  29°  43'  W,  Barometer,  29.90;  temperature  of  air,  78°  ;  of  water,  78°, 
Winds :  S.  E.,  S.  E.  by  S.,  S.  E.  by  S. ;  first  and  middle  parts,  very  moderate ;  last  part,  fine. 

Dec.  15.  Lat.  1°  10'  N. ;  long.  30°  27'  W.  Barometer,  29.90 ;  temperature  of  air,  76° ;  of  water,  77°. 
Winds:  S.  S.  E.  throughout;  will  stand  on  if  possible;  wind  inclines  far  to  the  S.  but  varies  to  S.  E.  at 
times ;  much  rain.  # 

Dec.  16.  Lat.  0°  57'  N. ;  long.  31°  00'  W.  Current,  1\  knots  per  hour,  W.  K  W.  Barometer,  29.90; 
temperature  of  air,  76° ;  of  water,  77°.     Winds :  S.  S.  E.,  S.  E.  by  S.,  S.  E.  by  S. 

Dec.  17.    Lat.  0°  10'  N. ;  long.  32°  00'  W.    Current,  1 J  knots  per  hour,  W.  N.  W.  J  W.     Barometer, 

29.90 ;  temperature  of  air,  76° ;  of  water,  76°.  Wind :  S.  S.  E.  throughout.  Very  moderate ;  tacked  to 
the  eastward. 

Dec.  18.  Lat.  0°  8'  N.;  long.  30°  00'  W.  Current,  li  knots  per  hour,  W.  by  N.  Barometer, 
80.00;  temperature  of  air,  77°;  of  water,  76°.  Winds:  S.  S.  E.,  S.  E.  J  E.,  S.  E.  |  E.  Moderate;  fine 
weather  ;  large  sharks,  flying  fish,  albicore,  nautilus. 

Dec.  19.  Lat.  0°  43'  N. ;  long.  29°  50'  W.  Current,  38'  W.  N.  W.  \  W.  Barometer,  30.00  ;  tem- 
perature of  air,  77° ;  of  water,  76°.     Wind :  very  moderate  from  S.  E.  to  S.  S.  E. 

Dec.  20.  Lat.  0°  50'  N. ;  long.  29°  08'  W.  Current,  1\  knots  per  hour,  W.  f  N.  Barometer,  30.00 ; 
temperature  of  air,  77°  ;  of  water,  76°.  Winds :  S.  S.  E.  to  S.,  S.  to  S.  S.  E.,  S.  E.  Tacked  to  the  south- 
ward ;  very  moderate  weather. 

Dec.  21,  Lat.  1°  06'  S,;  long.  29°  57'  W.  Barometer,  29.90 ;  temperature  of  air,  76°  ;  of  water,  76°. 
Wind :  S.  E.  by  S.  throughout.     Fine  breeze. 

Dec.  22.  Lat.  3°  28'  S. ;  long.  30°  41'  W.  Barometer,  29.90 ;  temperature  of  air,  76° ;  of  water,  76°. 
Wind :  S.  E.  by  S.  throughout.     A  fine,  steady  breeze. 

Dec.  23.  Lat.  6°  02'  S. ;  long.  31°  26'  W.  Barometer,  29.90  ;  temperature  of  air,  76° ;  of  water,  76°, 
Winds :  S.  E.  by  S.,  S.  E.  by  S.,  S.  E.  by  E.     Fine,  steady  breeze.     Boarded  by  U.  S.  frigate  Earitan. 

These  tracks  on  the  route  to  Rio,  or  Cape  Horn,  or  Cape  of  Good  Hope,  are  given,  not  so  much  for 
any  light  they  themselves  throw  as  to  the  passage,  but  because  they  serve,  many  of  them  at  least,  to 
illustrate  the  computed  route  of  the  tables;  because  they  demonstrate  the  correctness  of  these  routes,  and 


ROUTES  TO  RIO,   ETC. 


m 


because  they  serve,  or  ought  to  serve,  to  give  navigators  confidence  in  the  Charts  and  the  Sailing  Directions 
based  upon  them. 

In  reviewing  these  tracks,  one  thing  will  not  fail  to  arrest  the  attention  of  the  navigator,  and  that  is, 
the  success  with  which  the  line  may  be  crossed  as  far  west  as  32°.  Seldom,  indeed,  has  it  occurred  that 
any  vessel,  after  crossing  the  line  upon  that  meridian,  has  experienced  any  difficulty  in  clearing  St.  Roque. 

A  new  edition  of  the  Pihi  Charts  of  the  North  Atlantic  is  just  out.  The  wind-roses  of  these  Charts, 
south  of  30°  N.,  are  now  nearly  all  pretty  well  filled  up. 

Vessels  bound  from  Europe  to  ports  beyond  the  equator,  will  be  guided  with  fidelity  by  these  Charts 
along  the  best  routes,  which  for  the  most  part  is  plain  sailing.  As  a  rule,  it  will  be  out  of  their  way  to 
come  west  of  25°,  before  they  reach  the  doldrums.  In  them,  they  should  beat  across  rather  than  steer  E. 
S.  E.  or  W.  S.  W.,  for  any  length  of  time  along  them. 

They  should  also  beat  when  necessary,  and  when  not,  stand  due  south,  across  the  calm  belt  of  the 
horse  latitudes.  # 

In  these  Sailing  Directions,  dull  captains,  and  dull  ships,  are  ignored.  In  crossing  the  calm  belts  and 
shaving  ticklish  points,  such  ships  must  crab  it  along  as  best  they  may,  for  I  do  not  pretend  to  give  any 
directions  that  are  suited  to  them. 

TIDE  RIPS. 

The  appearance  thus  designated,  is  a  ripple  in  the  water,  such  as  is  seen  in  a  tide  way,  or  at  the  meet- 
ing of  two  currents.  All  the  information  that  I  have  upon  the  subject,  tends  to  show  that,  in  these  rips, 
there  is  no  current,  or,  at  least,  none  which  can  affect  the  ship. 

These  tide  rips  are  met,  most  generally,  about  the  region  of  the  equatorial  doldrums.  They  are 
occasionally  seen  in  other  parts  of  the  ocean.  But  those  to  which  I  now  refer  particularly,  are  those  which 
almost  every  vessel  encounters  near  the  equator,  and  which  are  so  often  mentioned  in  the  preceding 
abstracts. 

What  produces  this  singular  appearance  so  constantly  in  this  part  of  the  ocean  ?  Vessels  sail  through 
these  rips  and  feel  no  current.  How  would  it  be  with  a  boat  ?  for  it  appears  to  me  that  the  motion  in  the 
water,  which  produces  the  appearance,  is  a  horizontal,  not  a  vertical,  motion.  If  the  former,  the  question 
comes  up,  can  the  trade-winds  produce  it  ? 

On  one  side  of  this  calm  belt,  near  She  borders  of  which  these  tide  rips  are  seen,  the  S.  E.  trade- winds 
are  perpetually  blowing;  on  the  other,  the  N.  E. 

Each  of  these  systems  of  winds  operating  upon  the  ruffled  surface  of  the  ocean  day  after  day,  through 
a  course  of  two  or  three  thousand  miles,  has  the  tendency  to  drive  before  it  a  gentle  surface  current,  and 
to  pile  the  water  up,  one  on  one  side,  the  other  on  the  other,  in  this  calm  belt,  into  which  these  two  systems 
of  winds  are  blowing. 

"We  know  that  the  wind,  as  is  often  seen,  when  long  unbroken  sheets  of  water  are  open  to  its  sweeping 
force,  is  capable  of  piling  the  water  up  at  one  end  of  a  long  canal  or  pond. 
57 


450  THE  WIND  AND  CURRENT  CHARTS. 

After  tlie  water  is  so  piled  up,  suppose  the  wind  should  suddenly  go  down,  what  would  take  place  ? 
Should  we  not  expect  to  see  the  piled  up  water,  and  not  that  below  it,  running  back  as  a  thin  surface 
current  ? 

These  two  trade-winda  blow  at  right  angles  with  each  other  (N.  E.  and  S.  E.),  and  may  not  the  tide 
rips  be  caused  by  the  accumulation  of  water,  which  the  S.  E.  trades  are  driving  before  them,  meeting  with 
what  the  N.  E.  trades  are  driving  before  them  ? 

Some  are,  perhaps,  so  caused ;  others,  it  may  be,  are  produced  by  the  water  which  the  two  trade-winds 
have  piled  up  or  accumulated  in  this  calm  belt,  breaking  loose,  as  it  were,  now  here,  now  there,  and 
escaping  as  a  rippling  shallow  current,  running,  as  it  were,  on  the  top  of  the  sea.  The  vast  amount  of  rain 
■water  which  falls  within  this  belt  would  assist  both  to  pile  up  and  make  lighter. 

This  view,  I  am  aware,  has  some  plausibility,  but  it  wants  confirmation,  and  the  subject  is  quite 
interesting  enough  to  commend  itself  to  the  attention  of  navigators. 

In  what  direction  do  these  tid®rips  appear  to  run  ?  and  though  the  ship  may  not  feel  any  current  in 
them,  -will  a  boat?  and  do  chips  or  other  light  substances  thrown  overboard  show  any  signs  of  a  current? 

Co-operators  will  remember  that  these  rips  have  been  the  subject  of  special  inquiry  for  abstract  logs 
for  years,  and  now  that  light  is  breaking  in  upon  us  with  regard  to  them,  it  is  hoped  that  attention  will 
not  sleep,  nor  inquiry  cease. 

PLATES  XI.  AND  XII. 

The  tracks  with  the  arrows  (Plates  XI.  and  XII.),  are  the  tracks  which  I  have  recommended,  and  the 
dotted  tracks  are  some  of  the  tracks  which  have  actually  been  performed.  They  contain,  also,  the  lanes  for 
the  steamers  between  Europe  and  America. 

Now,  suppose  we  had  the  tracks  of  a  hundred  ships,  hence  to  Eio,  all  made  in  the  month  of  January 
of  different  years ;  that  in  every  instance,  and  with  every  change  of  wind,  each  one  of  the  ships  making 
these  tracks  had  been  managed  without  a  mistake ;  that  they  had  in  every  instance  steered  the  best  course 
possible ;  that  when  necessary  to  go  about,  each  one  had  gone  about  exactly  at  the  right  moment ;  and 
that,  whenever  the  wind  came  out  ahead,  they  had  all,  without  exception,  invariably  gone  off  on  the  right 
track ;  and  that  the  tracks  of  these  hundred  vessels — no  two  of  them  having,  let  it  be  supposed,  sailed  in 
company — were  projected  on  a  chart  before  us.  What  should  we  have  ?  We  should  probably  have  a 
hundred  separate  tracks,  for  it  can  scarcely  be  supposed  that  any  two  of  them  would  coincide  all  the  way. 
And  the  navigator,  with  that  chart  before  him,  would  have  displayed  before  him,  as  clear  as  he  has  the  sun 
at  mid-day  in  a  cloudless  sky,  the  best  route  to  Eio  in  the  month  of  January. 

Now,  suppose  that,  with  these  100  tracks  before  us,  we  should  wish  to  draw  a  line  or  describe  a  route, 
which  should  represent  the  mean  average  track  of  the  entire  100  ships.  We  should  then  point  to  this 
track  and  say,  this  is  the  route  pursued  by  these  100  vessels,  and  this,  therefore,  is  the  route  for  all 
vessels  to  take  in  the  month  of  January ;  and  when  we  should  come  to  look  at  the  January  route  thus 
recommended,  we  should  find,  probably,  that  not  one  of  these  100  vessels  had  actually  sailed,  even  for  one 


ROUTES   TO   RIO,   ETC.  4OT. 

mile,  or  for  one  foot,  upon  it ;  ttat  they  had  crossed  this  mean  path,  now  in  this  place,  now  in  that ;  at  one 
time  from  this  side,  and  again  from  that.  Under  such  circumstances,  no  right-minded  mariner  would 
hesitate  for  a  moment  about  taking  this  route.  But  he  would  not  attempt  to  describe,  with  the  keel  of  his 
ship,  the  line  that  he  had  drawn  on  the  chart  merely  to  designate  the  parts  of  the  ocean  through  which  she 
was  to  pass. 

Now,  this  has  been  actually  done  with  regard  to  the  routes  here  recommended ;  they  are  the  mean  or 
average  tracks,  in  some  parts  of  the  way,  of  700  such  vessels  in  a  month ;  in  other  parts,  only  for  20,  or 
whatever  be  the  number  of  observations  that  could  be  procured. 

It  is  true  that,  in  the  case  of  the  Charts,  I  have  not  actually  had  100  such  unerring  vessels  to  give  me 
the  mean  or  best  average  route  for  each  month,  but  I  have  had  what  perhaps  was  better.  I  have  had  the 
direction  of  the  wind  in  each  district  of  the  ocean  given  for  100  times  and  upwards  for  each  month  in 
different  years ;  and  when  the  navigator  is  told  the  direction  whence  the  wind  comes,  he  can  tell  as  well 
what  course  he  could  have  steered  as  though  he  had  himself  been  there,  and  actually  steered  it. 

I  have,  therefore,  summed  up  all  the  winds  and  calms  for  each  month  in  every  district  on  the  Pilot 

Chart,  and  calculated  the  chances  of  head  winds,  and  of  fair  winds,  for  every  point  of  the  compass,  through 

every  such  district.     With  these,  I  then  proceed  to  determine,  by  mathematical  discussion,  the  mean  or 

"average  route,  which,  taking  both  calms,  head  winds,  and  increase  of  distance  into  account,  should  give,  on 

the  average,  the  shortest  passage,  in  time,  to  the  equator. 

Of  course,  then,  when  a  vessel  comes  to  try  the  new  route  thus  computed,  and  to  project  on  the  Chart 
the  track  she  actually  makes  through  the  water  from  day  to  day,  it  is  not  to  be  expected  that  the  track  so 
performed  will,  when  laid  down,  exactly  overlay  the  one  already  projected  on  the  Chart  as  her  guide. 
There  will  be  a  general  conformity  between  the  two,  but  nothing  like  the  actual  coinciding  of  two  lines. 

These  remarks  are  called  forth  by  the  fact,  that  some  navigators  appear  to  think  that  there  is  some 
sort  of  virtue  in  the  black  mark  on  the  Chart,  which  represents  any  one  of  these  routes — as  the  April 
route,  for  instance ;  if  driven  from  the  April  route  by  head  winds,  one  of  these  navigators,  had  he  been  in 
the  Memnon,  at  a  (Plate  XI.),  would  have  stood  north  to  get  her  keel  on  the  black  mark  for  April ;  and 
again  at  h,  he  would  have  stood  to  the  southward  and  westward  to  get  upon  the  April  track  again. 

Now,  the  Memnon  at  a,  or  at  6,  was  in  just  as  good  a  position  as  she  would  have  been  had  she  been 
"right  upon  the  track."  Her  very  clever  master,  therefore,  did  right;  he  conformed  to  the  Sailing 
Directions,  and  was  pursuing  the  route  recommended,  as  closely  and  as  well  as  though  his  track  had  fallen 
all  the  -fray,  from  h  down  to  the  equator,  upon  the  line  with  the  arrows,  which  is  projected  on  the  Chart  to 
represent  the  April  route. 

The  tracks  of  the  vessels  projected  on  Plates  XI.  and  XII.,  have  not  been  selected  on  account  of  their 
short  passages ;  many  other  vessels  have  made  passages  shorter  than  these.  I  have  taken  them  only  for 
the  purpose  of  illustration  and  demonstration. 

In  the  conformity  between  the  April  route  of  the  Chart,  and  the  actual  track  of  the  Memnon,  in 
crossing  the  calms  of  Cancer,  the  Charts  show  a  sharp  elbow  thence  to  the  equator.     The  Memnon,  without 


453}  THE   WIND  AND  CURBKNT  CHARTS. 

intending  to  make  this  elbow,  was  forced  by  the  winds  to  make  it ;  and  the  Sailing  Directions  indicated 
that  there  probably  would  be  an  elbow  here.  The  Memnon  (Capt.  Joseph  E.  Gordon),  crossed  the  line  in 
19  days ;  she  had  no  difficulty  in  clearing  Cape  St.  Roque,  and  made  a  fine  passage. 

It  was  the  same  case  with  the  Surprise  (Captain  P.  Dumaresq) ;  with  the  Seaman  (Captain  Joseph 
Myrick),  and  with  the  Dragon  (Captain  Andrew),  and  with  a  host  of  others  whom  I  am  now  (1855)  able  to 
quote  were  it  desired.  The  ships  mentioned  had  to  the  equator  22,  20,  and  24  days  respectively.  And  it 
is  remarkable  how  the  tracks  of  these  vessels,  and  all  others  that  have  followed  these  Sailing  Directions, 
have  conformed  in  their  windingS  and  irregularities  to  the  tracks  of  the  Charts. 

See  the  place  at  which  all  four  of  these  vessels  crossed  the  parallel  of  5°  N.,  to  the  place  where  they 
crossed  the  line;  it  is  very  nearly  a  direct  south  course,  as  represented  by  the  tracks  with  the  arrows, 
generally  for  winter  and  spring ;  and,  as  before  remarked,  the  lines  which  represent  the  tracks  for  these 
months  do  not  represent  the  tracks  which  it  is  possible  for  one  ship  in  100  actually  to  make,  but  they 
represent  the  mean  or  average  track,  which  100  ships,  sailed  by  navigators  that  never  were  wrong,  would 
make. 

Let  us  now  turn  to  Plate  XII.,  which  is  an  illustration  of  the  summer  and  fall  routes : — 

This  is  the  season  of  the  year  in  which  short  passages  are  the  most  difficult  by  any  route,  old  or  new. 

Track  x  is  the  track  of  a  ship  that  had  the  Charts  on  board.     The  captain  of  that  ship,  judging  from 

the  track  that  he  had  made,  evidently  undertook  to  do  what  now  and  then  an  opinionated  navigator 

is  found  to  do,  viz :  set  up  his  "  own  experience"  against  the  experience  of  the  thousand  of  navigators 

who  had  gone  before  him,  all  of  which  is  spread  out  upon  the  Charts  before  him. 

The  track  of  the  brig  Acasta  is  given  as  an  illustration  of  an  attempt  often  made  to  "  split  the 
difference"  between  the  old  and  new  route. 

She  sailed  from  Sag  Harbor,  September  20,  1850 ;  went  as  far  as  22°  W.,  and  crossed  the  line  in  long. 
26°— November  14—55  days.  She  got  the  doldrums  in  about  11  N.,  and  they  stuck  by  her  for  15  days, 
and  until  she  reached  2°  N. 

The  fragment  of  the  track  w,  illustrates  the  case  of  a  vessel  that  attempted  the  new  route,  and 
abandoned  it  when  she  fell  in  with  the  equatorial  doldrums  in  11  K— September  25,  1850.  She  was 
going  on  very  well,  but  here  she  met  the  southerly  monsoons  which  the  Charts  warned  her  of  at  this  season 
of  the  year.  The  wind  came  out  S.  S.  W.,  and  she  went  on  fanning  to  the  eastward  and  to  leeward. 
From  this  place,  it  took  her  16  days  to  reach  the  line. 

Such  cases  as  these  are  common— the  errors  are  generally  committed  by  standing  too  much'towards 
the  old  track. 

Sometimes,  though  rarely,  vessels  make  mistakes  by  going  on  the  other  extreme.  I  find  an  example 
of  this  sort  in  the  case  of  the  U.  S.  ship  Vincennes,  Commander  Hudson,  on  a  voyage  from  New  York 
to  Eio,  in  1849. 

Navigators  often  follow  the  new  route  bravely,  until  they  get  into  the  equatorial  calms;  here  their 


ROUTES  TO   RIO,   ETC.  453 

heart  seems  to  fail  them,  and  they  bolt  at  the  very  time  when  they  should  stick  more  closely  to  their 
guide. 

The  region  which  these  calms  usually  include  is  in  the  shape  of  a  wedge ;  it  shifts  about,  but  Plates  XI. 
and  XII.  show  its  mean  place  at  the  four  seasons.  In  each  season,  it  is  sometimes  above  and  sometimes 
below  the  place  assigned  it  on  the  Chart.  But  I  have  drawn  it  there  to  show  navigators  how  they  mistake, 
when  being  as  far  west  even  as  31°  or  32°,  they  fall  into  these  calms,  and  think  of  making  longitude  by 
fanning  along  to  the  eastward  or  an  E.  IS.  E.  or  perhaps  a  N.  E.  course.  The  further  they  go  on  such 
occasions,  the  broader  grows  the  belt,  and  the  greater  becomes  the  difficulty  of  getting  across  it. 

I  have  projected  on  Plate  XII.,  by  a  dotted  line,  the  track  of  a  ship,  and  marked  it  y,  as  an  illustration 
of  bad  management  under  such  circumstances,  though  it  is  by  no  means  an  extreme  case.  This  ship  had 
40  days  to  the  line,  took  the  new  route,  and  followed  it  bravely  until  she  reached  the  equatorial  calms,  in 
longitude  29°.  She  was  then  far  enough  to  the  eastward,  and  should  not  have  been  afraid  to  cross  the  line 
as  far  west  as  32°.  But  instead  of  proceeding  to  make  the  best  of  her  way  across  this  belt  where  it  was 
narrow,  and  where  two  or  three  days  at  most  would  have  sufficed  for  crossing  it,  she  proceeded  to  flap 
along  to  the  eastward  as  far  as  21°;  and  thus,  in  consequence  of  the  monsoons,  found  herself  to  leeward. 
When  at  A,  that  ship  should,  instead  of  making  about  an  E.  by  S.  course,  have  stood  on  the  other  tack, 
making  the  best  of  her  way  south,  and  not  caring  to  get  east  of  30°.  She  might  have  been  content  to 
keep  herself  between  29°,  or  30°  and  31°  or  32°,  while  she  crossed  these  calms. 

I  have  not  yet  found  a  single  case  in  which  there  has  been,  after  crossing  the  line  as  far  as  32°,  the 
least  difficulty  in  clearing  St.  Roque.  Navigators  should  not  hesitate,  if  they  are  pinched,  to  go  inside  of 
Fernando  de  Noronha.  But  in  doing  that,  they  should  take  care  not  to  run  foul  of  the  Rocas,  lat.  3°  51  S. ; 
long.  33°  49'  W.  These  shoals  were  carefully  surveyed  by  Lt.  S.  P.  Lee,  U.  S.  brig  Dolphin.  I  have  the 
track  of  one  vessel  that  dashed  on,  crossed  the  line  in  41°  on  the  19th  day  out,  and  on  the  32d  day  was 
south  of  the  parallel  of  Rio.  This,  though,  was  in  the  winter  and  spring,  when  vessels  can  afford  to  keep 
to  the  westward,  and  it  was  going  further  west  than  I  should  advise. 

But  suppose  a  vessel  to  cross  in  32°  or  33°,  and  to  get  the  S.  E.  trades  at  S.  E.  By  standing  on  S.  S. 
"W.,  she  keeps  herself  in  a  position  in  which  any  change  of  wind  is  favorable.  If  it  haul  to  the  eastward, 
she  can  lay  up  and  clear  the  land ;  if  it  haul  to  the  southward,  she  can  go  about  and  make  easting,  and 
get  along  rapidly  by  stretches  upon  long  and  short  legs. 

The  current  so  much  dreaded  off  St.  Roque  is  a  good  deal  of  a  bugbear.  Navigators  have  been 
frightened  at  this  current  ever  since  some  transports  were  cast  ashore  by  it,  some  time  in  the  last  century. 
But  it  should  be  borne  in  mind  that  it  was  quite  as  much  of  an  undertaking  for  the  clumsy  transport-built 
ships  of  England  in  the  last  century,  to  contend  against  a  current  of  one  knot,  as  it  is  now  for  one  of  our 
first-rate  clipper-built  ships  to  contend  with  one  of  4  or  5  knots. 

The  log-book  of  the  Celia,  quoted  in  the  3d  edition  of  this  wdrk,  is  an  example.  It  would  have  been 
impossible  for  that  ship  to  beat  against  a  one-knot  current.  In  the  days  of  this  wreck,  the  passage  from 
England  to  India  averaged  nine  months.    Warren  Hastings,  when  he  went  out,  was  10  months  on  the  way. 


46i  THE  WIND  AND  CURKENT  CHABTS. 

The  passage  is  now  often  made  by  our  ships  in  less  than  3  months.  Therefore,  the  ships  of  those  days 
might  be  well  cautioned  against  currents  as  dangerous,  which  the  ships  of  the  present  day  would  scarcely 
regard. 

Now,  my  investigations  show  that  there  is  rarely  oif  Cape  St.  Eoque,  and  in  the  fair  way  from  the 
equator  south,  either  a  sweeping  or  a  horsing  current.  Indeed,  many  accurate  and  close  observers  pass 
there  without  reporting  any  current  at  all ;  and  though  navigators  should  always  be  on  the  lookout  for  a 
current  there,  and  should  always  make  allowance  for  one  that  is  to  set  them  on  the  land,  yet  when  they  do 
encounter  a  current  there,  they  may  be  assured  that,  as  a  general  rule,  it  is  neither  difficult  to  overcome, 
nor  dangerous  on  account  of  its  set. 

For  the  guidance  of  navigators  who  follow  the  new  route,  and  are  pinched  in  clearing  St.  Roque,'-as 
they  no  doubt  will  occasionally  be,  I  repeat  the  following  suggestions  : — 

From  the  line,  in  longitude  33°,  Cape  St.  Roque  bears  S.  S.  W.  From  this  crossing-place,  in  a  smart 
ship,  that  will  fetch  where  she  looks,  a  S.  E.  wind  all  the  way  from  the  line  would  just  prevent  the  vessel 
from  clearing.  But  the  chances  are  more  than  a  hundred  to  one  that  the  wind  will  not  hang  steadily  at 
S.  E.  all  the  way  from  the  line  to  St.  Eoque.  If  it  haul  to  E.  S  E.  you  can  lay  up  and  clear.  If  it  haul  to 
S.  S.  E.  you  can  put  about,  and  make  easting. 

But  suppose  the  wind  holds  steadily  at  S.  E.  or  at  any  other  point  which  will  prevent  you  from 
clearing  the  cape ;  draw  a  line  from  your  place  on  the  Chart  to  the  cape,  and  avoid  falling  to  the  west  of 
that  line,  by  taking  advantage  of  slants,  or  by  beating,  accordingly  as  you  may  have  the  wind,  and  making 
long  and  short  stretches.     I  quote  the  case  of  the  Stag  Hound  as  an  example. 


Captain  Richardson  to  Lieutenant  M.  F.  Maury. 

"  San  Francisco,  June  12,  1851. 

"  Herewith  I  send  you  abstract  of  ship  Stag  Hound's  passage  from  New  York  to  San  Francisco, 
stopping  at  Valparaiso.  Our  passage  from  New  York  to  Valparaiso  was  sixty -six  days  ;  from  Valparaiso 
to  San  Francisco  was  forty-two  days — nearly  all  the  way  light  trades  :  S.  E.  and  N.  E. 

"  Six  days  out  from  New  York,  broke  off  main  topmast,  and  that  in  its  fall  took  all  three  topgallant 
masts.  Soon  after  took  a  W.  S.  W.  and  west  gale — run  the  ship  dead  before  the  sea  and  wind ;  in  conse- 
quence  of  this,  crossed  the  equator  in  about  longitude  28°  30'  W.  in  twenty-one  days  from  New  York. 
Losing  topmast,  we  had  no  main  topsail  in  the  ship  for  nine  days,  and  no  topgallant  sails  for  twelve  days ; 
had  we  not  met  with  this  accident,  I  think  we  should  have  been  down  to  the  line  in  sixteen  days. 

"In  latitude  4°  N.  the  N.  E.  trades  left  us,  then  baffling  down  to  latitude  2°  N.  Then  took  the  wind 
at  S.  S.  E.  and  S.  E.  until  near  the  coast  of  Brazil,  when  the  wind  hauled,  so  we  did  not  have  to  make  a 
tack;  presume'  had  we  crossed  in  longitude  30°  "W.,  we  should  have  fetched  along  the  coast." 

This  letter  of  Captain  Eichardson  is  quoted  as  an  illustration  of  what  I  have  endeavored  to  impress 
upon  navigators,  with  regard  to  their  course,  after  crossing  the  line  well  to  the  westward,  and  when  it 


MISTAKES   IN   THE   KOUTE  TO   KIO,   ETC.  i56 

appears  to  be  toucli  and  go,  as  to  clearing  St.  Roque,  viz :  stand  boldly  on,  and  take  advantage  of  slants 
and  short  legs  to  make  long  ones. 

I  received  the  abstract  of  another  vessel  about  the  same  time  that  crossed  in  31°,  and  I  notice  in  the 
remarks,  after  crossing  the  line — "back-strapped" — "no  chance  of  weathering  Cape  St.  Roque" — "shall 
evidently  fall  to  leeward,"  "  bad  luck,"  &c.  Yet  this  desponding  navigator  stood  boldly  on,  took  advan- 
tage of  a  slant,  stood  off  for  eight  hours,  went  past  St.  Roque  like  a  shot,  and  the  thirty-second  day  out 
from  New  York  crossed  the  parallel  of  Rio. 

Mistakes  in  the  route  to  Rio  are,  I  am  happy  to  say,  becoming  much  less  frequent.  The  Charts  are 
evidently  much  better  understood  now  than  they  were  formerly.  Since  the  last  edition  of  these  Sailing 
Directions  went  to  press,  no  such  mistake  as  that  of  the  Vincennes  has  come  to  my  knowledge. 

With  a  view  of  contrasting  the  passages  of  the  new  route.  Lieutenant  Minor  has,  at  my  request,  taken 
the  logs  of  all  the  vessels  that  have  come  to  hand  between  the  publication  of  the  fourth  edition,  and  the 
going  to  press  with  the  seventh  edition  of  this  work,  and  from  them  tabulated  the  passages  to  the  equator, 
and  thence  to  clearing  Cape  St.  Roque. 

The  old  route  is  nearly  broken  up.  It  is  now  rarely  attempted.  But  occasionally  vessels  evidently 
aim  to  "  split  the  difference"  between  the  old  route  and  the  new,  by  steering  a  sort  of  middle  course  between 
them.     This  I  have  called  the  Middle  Route. 

Many  of  the  vessels  which  take  this  middle  route,  evidently  set  out  with  the  intention  of  trying  the 
new  route,  but  they  get  a  little  pinched ;  or  the  winds  are  too  favorable ;  or  the  dread  of  that  bugbear  off 
Cape  St.  Roque — a  westwardly  current — seizes  them  ;  or,  through  fear  of  falling  to  leeward,  of  getting  back- 
strapped,  &C.J  they  go  too  far  east  and  get  delayed  in  the  doldrums. 


464 


THE  WIND  AND  CURRENT  CHARTS. 


New  Route  Crossings. — January. 


MAMS  07  VESSEL. 


SAILED  FROM. 


Diadem 

Black  Squall  (barque) 
Great  Britain      .     .     . 
Miantonorai  (barque)  . 
A.  Cheseborough     .     . 

Amelia 

Battler 

Eagle*  ...... 

Tornado     

Celestial 

Esther  May    .... 

Lucknow 

Golden  Rover  ... 
Phantom  (barque)  .  . 
Susquehanna  .  .  . 
Phantom  (barque)   .     . 

Alert 

Hudson  Trask  .  .  . 
Flying  Cloud  .  .  . 
Game  Cock    .... 

Culloma 

Huguenot 

Maria 

Witfliward  .  .  .  . 
Herald  of  the  Morning 

Archer 

Z.  D 

Seaman's  Bride  .     .     . 

Pontiac 

M.  Howes 

Tsar 


Boston, 


N.  York,     1st 

Baltimore,  8th 

N.York,    9th 

"  8th 

"         12th 

8th 

"  8th 

"  7th 

"         11th 

8th 

6th 

15th 

80th 

6th 

Philad.,  12th 
Baltim'e,  31st 
N.  York,  17th 
C.  Henry,  1st 
N.York,  22d 
1st 
8th 
6th 
21st 
Baltim'e,  13th 
Boston,  21st 
N.  York,  13th 
15th 
24th 
20th 
14th 
12th 


LONOITCDB  OF  CEOSSINO  PABALLELS  OF — 


30°  N.      25°  N.      20°  N.      15°  N.      10°  N.       5°  N 


Boston, 


Long.  W, 

37°00' 
!40  00 
'36  00 

45  00 

47  50 
39  00 
37  45 

33  25 

46  00 
45  30 

36  30 

42  00 

37  00 

37  00 
41  40 
44  00 

38  00 
49  00 

48  00 

39  00 

44  00 

34  00 
53  00 
53  00 
32  00 

43  00 

45  00 
39  00 

46  00 

44  00 
44  00 


Long.  W 

28°00' 
39  00 

37  00 
44  00 
44  00 

36  00 
41  00 

34  30 

38  45 

38  30 

39  45 

40  00 

35  15 

41  30 

39  00 
44  50 

40  00 

46  00 

47  00 

37  00 

41  00 
35  00 
44  00 
43  00 

31  00 
43  00 
41  00 
39  00 

38  00 

39  00- 

32  00 


Long.  W. 

29°00' 

38  00 
36  00 

44  00 

41  00 
34  30 

39  30 
32  58 
36  30 
38  00 

38  00 
36  30 

30  45 

42  00 
36  40 

39  00 
42  00 
46  00 

45  00 
36  00 
39  00 
34  00 
44  00 
39  00 

31  00 
41  00 
38  00 
38  00 
34  00 
38  00 
38  00 


Long.  W 

28°00' 

36  00 
35  00 
41  00 

37  30 
33  30 

38  00 
31  50 

33  60 

35  30 

36  00 

34  00 
30  45 
41  50 

33  36 

34  20 
40  00 
43  00 
43  00 

35  00 

36  00 
34  00 


41 
37 


00 
00 


31  00 
39  00 
36  00 
34  00 

33  00 
36  00 

34  00 


Long.  W. 

27°00' 
36  00 

33  00 
40  00 

35  00 
31  30 

36  00 

30  30 

31  30 

32  00 

32  40 
31  45 

30  30 
38  30 

31  30 

34  30 

38  00 
40  00 

39  00 

33  00 
33  00 

32  00 

40  00 

32  00 

30  00 

37  00 

33  00 

31  00 

31  00 

32  00 
31  00 


Long.  W. 

27°00' 
30  00 

29  00 
38  00 

30  15 

28  30 

33  00 

29  80 

30  00 

29  00 

30  20 

28  15 

29  00 

34  00 

29  00 

31  20 

32  00 
37  00 
88  00 
31  00 

30  00 

30  00 

35  00 
29  00 

29  00 
35  00 

31  00 

30  00 
29  00 
29  00 
28  00 


CKOaSED  EQUATOR. 


Long.  W, 


29°00' 
27  16 
30  00 

30  23 

31  20 

30  40 

31  50 

29  00 
80  06 

27  52 

30  20 

80  40 

29  55 
82  40 

28  00 

29  45 
82  06 
35  04 

81  15 

30  50 

28  17 

30  14 
30  50 

29  34 

30  00 
30  59 
30  11 

28  44 

29  40 
29  00 
27  30 


Days. 


38 
24 
27 
39 
29 
29 
25 
24 
22 
23 
28 
22 
38 
25 
30 
81 
34 
26 
17 
22 
38 
27 
33 
87 
•23 
20 
28 
27 
46 
27 
80 


PASSED 

ST. 
KOQUE. 


Days. 


42 
27 
30 
43 
82 
31 
27 
27 
24 
26 
31 
25 
35 
27 
34 
34 
38 
28 
20 
25 
42 
29 
86 
40 
26 
23 
31 
30 
49 
30 
83 


Means 


41  49 


40  13 


37  56 


35  55 


33  41 


80  47 


30  06 


28.8   31.4 


Means  of  the  best  six 


41  40 


89  30 


37  30 


36  00 


38  40 


81  00 


30  38 


21 


24 


*  She  attempted  to  split  the  difference. 


MISTAKES   IJf  THE   ROUTE   TO   KIO,    ETC. 


467^ 


New  Route  Crossings — Continued.     February. 


NAME  OF  VESSEL. 


SAILED  FROM. 


LONQITUDE  OF  CKOSSINQ  PAEALLELS  OF — 


30°  N. 


25°  N. 


20°  N.      15°  N. 


10°  N. 


5°  N. 


CROSSED  EQUATOE. 


Long.  W. 


Days. 


PASSED 

ST. 
BOQCE. 


Days. 


rque) 


Kate  Hays  .  .  .  . 
Isabel!  ta  Ily  ne  (barque) 
Wallace  (barque) 
Francis 
Eastern  State 
Sacramento  (brig 
Maria  .  . 
Ariel  '  .  . 
Tornado  . 
New  York 
Sea  Serpent 
Archer  .  . 
Stag  Ilound 
Swordfish  . 
Ilonqua 
Gov.  Morton 
Paragon  . 
Sirocco 
Herculean  . 
Hampton  . 
^Morgan  Dix  (ba 
Golden  Hover 
Kobt.  Harding 
Marion  .  .  . 
Petrel  .  .  . 
Hugh  Birckhead 
Sartelle  .  . 
Ariel  .  .  . 
C.  L.  Bevan  . 
Catherine  . 
Empress*  . 
Jas.  H.  Shepherd 
Eliza  Thornton 
St.  Lawrence  . 
Hampton  .  . 
Eoscoe  .  .  . 
"Wm.  Price 
Dodge  .  .  . 
Mary  MacEae 
"Weybosset 
Polynesian 
Cynthia  .  . 
Daniel  "Webster 
Vernon  .  . 
Gleaner      .     . 


N 


Long.  W 

3d  49°00' 
5th;55  30 
Boston,       6th|44 
N.  York,  12th 'o3 


York, 


Boston, 

a 


Philad. 


13th  39 
21stj42 
21st'47 
24th38 
23d  47 
20th  45 


12th 
20th 
24th 
12th 


50 
45 
34 
39 


22d 

8th 

8th 
16th 

9th 
18th 
26th 

8th'37 

23d;36 

4th  48 
24th'37 


44 
44 
44 
39 
44 
37 
43 


00 
00 
00 
00 
00 
00 
00 
30 
30 
45 
35 
00 
10 
10 
30 
45 
00 
40 
00 
00 
45 
30 
40 


Baltim'e,  26th'45  50 
C.Henry,  25th'41  00 
N.  York,  9th'42  00 
Philad.,  9th'48  00 
N.  York,  27th'51-  00 
"  23d!25  00 

"  7th'34  00 

N.Bedrd,  13th  50  00 
N.York,    9th 31  00 


19th38 
«  27th48 
Philad.,  20th  42 
Boston,  12th46 
Wil.,N.C.28th50  00 
N.  York,  23d  38  00 
Philad.,  2d:50 
N.  Orleans,  1st  44 
N.  York,  12th41 
llth42 
24th'38 


00 
00 
00 
00 


00 
00 
00 
00 
00 


Long.  W, 

42°00' 
53  00 
43  00 

39  00 

36  00 

40  00 

41  00 
34  00 
40  00 
43  10 
43  49 
46  45 
34  30 

37  00 
43  00 
39  45 

34  35 

35  15 
37  45 

36  45 


38 
35 


51 
15 


35  00 
37  20 

34  45 

41  45 

40  00 

36  00 

35  00 
44  00 
20  00 

33  00 
46  00 
30  00 

37  00 

34  00 
37  00 
39  00 

42  00 

36  00 

41  00 

37  00 
39  00 
39  00 

38  00 


Long.  W 

38°00' 
51  00 
39  00 
39  00 

33  00 

39  00 
38  00 

32  00 

38  00 

40  00 

39  45 
44  45 

34  00 

36  00 

39  50 

33  45 

31  00 

33  10 

35  30 

34  00 

36  45 
30  45 

32  50 

30  50 

32  00 

40  45 

37  00 

31  00 
34  00 

39  00 
21  00 

33  00 
42  00 
28  00 

34  00 

32  00 
34  00 

38  00 

40  00 
34  00 
34  00 
38  00 
38  00 

37  00 
|37  00 


iLong.  W 

34°00' 
49  00 

35  00 
38  00 
30  00 

36  00 

34  00 

30  00 

35  00 

35  30 

36  45 

40  30 

33  30 

34  10 

35  27 

32  05 

29  20 

31  10 

33  20 
31  00 

34  45 

31  00 

30  40 

29  45 

30  15 

35  30 

34  00 

30  00 

33  00 

32  00 
24  00 
32  00 

41  00 
28  00 

31  00 

31  00 
Bl  00 

35  00 
38  00 

32  00 

34  00 

36  00 
36  00 
34  00 

33  00 


Long.  W 

30°00' 
45  00 
31  00 

34  00 

30  00 

31  00 

31  00 
29  00 

32  00 
31  45 

33  45 

35  30 

31  45 

32  80 
32  30 
31  00 
28  00 

28  45 

31  30 

29  20 

32  20 

30  45 
29  00 

29  45 

30  30 

31  40 

31  00 
29  00 

33  00 

29  00 
20  00 

30  00 
39  00 
28  00 
30  00 
30  00 
28  00 
[33  00 

34  00 
|29  00 
'32  00 

32  00 
32  00 
32  00 
30  00 


Long.  W 

29°00' 
38  00 

29  00 

30  00 
29  00 
26  00 

29  00 
28  00 

30  00 

28  45 
30  45 
30  30 
30  15 
30  15 
30  15 

29  50 
26  50 

28  20 

29  00 
|29  00 

30  00 
;29  00 
j28  40 
129  50 
i29  00 
30  30 
30  00 

29  00 
131  00 

26  00 
19  00 

30  00 
32  00 

28  00 

29  00 

29  00 

27  00 

31  00 

30  00 
27  00 

31  00 
30  00 
29  00 
29  00 
'28  00 


28°40' 
33  20 
29  25 
29  00 
29  30 
27  00 

29  00 

27  20 

28  48 

28  30 

30  20 

29  00 
29  30 
29  08 

29  10 

30  50 

27  50 

28  05 

28  00 

29  30 

31  10 

29  55 

28  30 

30  40 

29  30 
29  37 

29  00 

30  00 

28  59 
26  00 
19  19 

29  55 
29  20 

28  00 

29  20 
28  00 
26  20 

31  30 
28  03 

26  00 
31  37 

30  02 

28  00 

29  54 

27  15 


29 

22 

38 

38 

24 

30 

21 

32 

28 

24 

20 

27 

22 

23 

27 

25 

28 

25 

27 

82 

24 

25 

27 

31 

26 

23 

28 

28 

28 

32 

46 

82 

29 

34 

31 

33 

31 

26 

34 

32 

28 

33 

28 

81 

82 


83 

25 
43 
43 
27 
33 
24 
35 
31 
28 
22 
30 
24 
26 
30 
28 
31 
32 
31 
36 
28 
27 

n 

34 
29 
26 
35 
30 
30 
37 
48 
39 
34 
88 
84 
85 
35 
29 
41 
36 
32 
86 
34 
35 
36 


Means 


Means  ©f  the  best  six 


43  20 


36  30   36  10 


33  45  '31  18  i29  26 


i44  16 


40  58   88  37 


36  14   34  00 


31  12 


29  17 


80  08 


28.4 


22.0 


32.1 


24.'i 


*  Dili  route;  not  incluilcil  in  the  mean  erossings. 

58 


458 


THE  WIND   AND   CURRENT  CHARTS. 


New  Route  Crossings — Contiuued.     March. 


1 

PASSED 

LONGITCDE  OF  CROSSING  PARALLELS  OF 

CROSSED  EQUATOR,  j 

ST. 

HAME  OF  VESSEL. 

SAILED  FKOM. 

nOQUE. 

30°  N. 

25°  N. 

20°  N. 

15°  N. 

10°  N.  ■ 

5°N. 

Long.  W. 

Days. 

Days. 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W. 

Stag  Hound    .... 

N.York,    1st 

40°00' 

82°00' 

32°00' 

27°00' 

27°00' 

28°00' 

28°00' 

26 

29 

Michael  Angelo  .     .     . 

"           6th 

48  00 

38  00 

83  00 

30  00 

28  00 

25  00 

23  80 

26 

82 

Sarah  Boyd    .... 

Philad.,      9th 

42  30 

37  00 

34  00 

32  00 

31  00 

29  00 

28  00 

32 

38 

Sea  Serpent    .... 

N.  York,  10th 

47  00 

41  00 

39  00 

85  00 

32  00 

31  00 

29  80 

18 

23 

Parana  

16th 

36  00 

31  00 

80  00 

29  00 

28  00 

28  00 

28  15 

24 

26 

Gov.  Morton  .... 

12th 

43  00 

88  00 

35  00 

83  00 

30  00 

29  00 

28  00 

26 

31 

Candace (barque)     .     . 

"         25th  45  00 

43  00 

42  00 

41  00 

38  00 

32  00 

80  10 

30 

32 

Kedar  (barque)  .     .     . 

Boston,     27th 

39  00 

32  00 

30  00 

29  00 

29  00 

29  00 

29  30 

40 

44 

Golden  Era  (barque)    . 

N.  York,  25th 

40  00 

38  00 

38  20 

34  45 

31  30 

28  30 

26  20 

88 

41 

Surprise 

13th 

49  00 

43  10 

41  50 

40  00 

36  22 

32  00 

80  00 

20 

22 

Empress  of  the  Seas     . 

13th 

48  00 

42  00 

40  00 

38  00 

35  80 

31  30 

30  10 

24 

28 

Seaman's  Bride  .     .     . 

"         19th 

44  00 

37  20 

86  40 

84  80 

32  10  !29  45 

29  05 

23 

25 

Lantao 

"          21st 

43  00 

40  00 

39  00 

36  30 

82  45   30  00 

29  45 

24 

27 

K.  C.  Winthrop  .     .     . 

Boston,     27th 

40  02 

35  00    33  30 

81  30 

30  43  !29  07 

27  80 

26 

31 

Ilorsburgh      .     .     .     . 

25th 

46  30 

40  40 

38  30 

36  00 

33  30   29  45 

29  20 

24 

27 

Competitor 

"         27th 

36  08 

33  00 

32  00 

31  40 

80  00   28  20 

28  45 

24 

27 

Climax  .     . 

28th 

43  00 

41  00 

38  40 

36  10 

32  00   29  00 

29  20 

20 

25 

Parthian     . 

Eichm'd,    23d {43  80 

37  00 

85  00 

33  00 

31  10   29  30 

29  40 

22 

26 

Storm  King 

Boston,     14th 

40  00 

37  00 

87  00  i36  00 

34  00  130  00 

30  00 

23 

26 

Santiago     . 

N.  York,  15th 

46  00 

36  00 

36  00 

84  00 

31  00  i28  00 

28  05 

27 

29 

Eosario*     . 

"           6th 

85  00 

27  00 

27  00 

27  00 

27  00 

126  00 

27  16 

28 

81 

B.  Howard 

"         13th 

46  00 

41  00 

40  00 

88  00 

33  00 

29  00 

27  54 

.  28 

31 

Mary  Annah 

"          21st 

47  00 

37  00 

34  00 

32  00 

30  00 

29  00 

26  56 

81 

34 

L.  P.  Foster 

Boston,     29th  139  00 

37  00 

85  00 

33  00 

31  00 

29  00 

30  06 

26 

29 

Yarmouth 

N.  York,  27thi43  00 

41  00 

40  00 

38  00 

36  00   32  00 

31  56 

86 

40 

Matanzas    . 

Boston,       lsti45  00 

40  00 

36  00  '84  00 

82  00   30  00 

80  04 

31 

35 

Vandalia*  . 

Baltim'e,     9th [31  00  i30  00 

29  00 

29  00 

27  00   25  00 

24  86 

45 

48 

E.  B.  Forbes 

N.  York,  11th 

!30  00 

29  00 

29  00 

29  00 

29  00   28  00 

28  12 

28 

31 

Chanticleer 

Baltim'e,     1st 

44  00 

89  00 

39  00 

34  00 

31  00   27  00 

26  80 

29 

32 

Eelief,  U.  S.  S.    .    .     . 

N.  York,  24th 

88  00 

86  00 

33  00 

31  00 

29  00  |27  00 

26  30 

29 

32 

Means 

41  55 

37  08 

85  26   33  26 

31  20   28  58 

28  22 

27.9 

31 

Means  of  the  best  six 

44  20   39  20 

37  50   35  40 

32  50   30  29 

29  36 

.  21 

24.5 

*  Old  route. 


MISTAKES   IN   THE   KOUTE   TO   KIO,   ETC. 


io9 


New  Route  Crossings — Continued.     Apbil. 


PASSED 

LONGITUDE  OF  CROSSING  PAEAILELS  OF — 

CROSSED 

K5UAT0B. 

ST. 

NAME  OF  VESSEI,. 

SAILED  FEOM. 

BOQUE. 

30°  N. 

25°  N. 

20°  N. 

15°  N. 

10°  N. 

6°N. 

Long.  W. 

Days. 

Days. 

iLong.  W. 

Lonp;.  W. 

Long.  W.  Long.  W.  Long.  W. 

Long.  W.| 

Empire 

N.York,     2d40°00' 

34°00' 

35°00'  i35°00' 

32°00' 

29°00' 

28°40' 

26 

30 

Tlios.  B.  Wales  .    . 

Boston,       7  th  42  00 

39  00 

34  00   33  00 

30  00 

29  00 

28  00 

26 

30 

White  Squall      .     . 

N.  York,  10th  38  00   34  00 

32  00   31  00 

29  00 

28  00 

27  00 

21 

24 

Nestorian  .... 

24th  36  00   34  00 

35  00   33  00 

30  00 

27  00 

29  32 

81 

35 

Iluma  (barque)* 

"         25th  59  00   54  00 

51  00   46  00 

43  00 

39  00 

37  10 

40 

48 

Hazard  (barque) 

Boston,     27th  39  30  '38  00 

37  00  134  00  :31  00 

28  00 

28  30 

25 

27 

Korth  American 

N.  York,     3d  54  00   42  00 

36  00 

34  00   35  00 

30  00 

27  00 

26 

30 

Southerner  (barque) 

22d41  20   40  30 

41  00 

39  30 

36  30 

32  00 

29  40 

27 

32 

Swan  (barque)     .     . 

Richm'd,  12th  38  10   36  30 

34  45 

33  00 

30  45 

29  00 

30  45 

25 

27 

Mayflower      .     . 

N.York,  19th 34  00   30  00 

30  00   30  00 

29  00 

28  31 

31  00 

30 

32 

Gem  of  the  Sea  . 

19th  40  00 

33  00 

33  00  '32  00 

32  00 

31  00 

32  28 

29 

31 

Channing  .     .     . 

17th  37  00 

36  00 

34  00  I33  00 

30  00 

28  00 

29  50 

32 

35 

Oxnard      .     . 

16th  37  00 

33  00 

33  00  132  00 

31  00 

29  00 

29  30 

32 

35 

Amazon     .     . 

7th  37  00 

35  00 

32  00 

31  00 

29  00 

28  00 

29  06 

32 

35 

Levanter*  .     . 

"         24th  44  00 

43  00 

43  00 

42  00 

39  00 

36  00 

35  28 

26 

45 

Linwood     .     . 

Baltim'e,  15th  52  00 

34  00 

32  00   32  00 

29  00 

28  00 

29  51 

33 

36 

Hornet  .     .     . 

N.  York,  28th  43  00 

40  00 

40  00   38  00 

36  00 

31  00   31  45 

18 

21 

American  .     . 

"           5th  38  00 

37  00 

34  00   32  00 

30  00 

29  00  l30  34 

40 

43 

Pilot      .     .     . 

Salem,      25th31  00 

31  00 

31  00 

31  00 

30  00 

29  00 

30  35 

27 

30 

Atalanta    .     . 

N.  York,  28th  46  00 

44  00 

42  00 

39  00 

35  00 

31  00 

31  30 

35 

38 

Corrinne     .     . 

"         29th  52  00 

51  00 

47  00 

44  00 

42  00 

37  00 

30  22 

47 

51 

E.  C.  Sronton 

28th  45  00 

43  00 

39  00 

37  00 

33  29 

29  00 

29  15 

38 

42 

W.  S.  Lewis  . 

Boston,     19th  34  00 

30  00 

30  00 

30  00 

30  00 

29  00 

31  30 

27 

30 

Sophroniaf 

"         16th  SO  00 

28  00 

28  00 

29  00 

28  00 

28  00 

30  27 

84 

37 

Bay  State  .    . 

N.  York,  13th  40  00 

38  00 

36  00 

33  00 

30  00 

29  00 

30  06 

31 

34 

Mazatlan    .     . 

6th  37  00 

36  00 

34  00 

32  00 

30  00 

28  00 

29  40 

33 

36 

Cleopatraf 

Boston,      23d  30  00 

28  00 

28  00 

28  00 

28  00 

28  00 

31  33 

24 

27 

Celestial  Empire 

iN.  York,  28th  42  00 

39  00 

36  00   33  00 

30  00 

29  00 

32  03 

27 

30 

Sarah  Boyd    . 

"         29th  38  00 

38  00 

37  00   35  00 

32  00 

28  00 

30  00 

41 

44 

Surprise     .     , 

"           6th  40  00 

35  00 

33  00   31  00 

30  00 

30  00 

29  30 

19 

21 

Means 

43  19 

38  17 

35  04 

33  40 

31  19 

29  20 

30  12 

29.7 

33.4 

Means  of  the  best  six 

38  07 

35  15' 

34  07 

32  30 

30  47 

29  00 

29  50 

22 

24.6 

*  B.tck-strapped. 

f  Old  route. 


460 


THE  WIND  AND  CUKRENT  CHARTS. 


New  Route  Crossings — Continued.     May. 


PASSED 

LONQITUDE  OF  CEOSSINQ  PAKALLELS  OF — 

CROSSED 

EQUATOE. 

ST. 

NAME  OF  VESSEL. 

8.\ILED  PBOM. 

RO()UE. 

30°  N. 

25°  N. 

20°  N. 

15°  N 

10°  N. 

5°N. 

Long.  W 

Days. 

Days. 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W.l 

Staffordshire  .     .     .     . 

Boston,        3d'52°00' 

50°00' 

45°00' 

42°00' 

37°00' 

32°00'  29°40' 

25 

28 

Robert  Wing  (brig)     . 

6th'41  00 

39   00 

35  00 

33  00 

31  00 

28  00  '29  55 

31 

34 

Equator 

"           9th:43  00 

39  00 

38  00 

38  00 

36  00 

33  00  '31  02 

43 

46 

F.  Copeland  (brig)  .     . 

llth'43  30 

39  00 

36  00 

34  00 

32  00 

29  00   32  00 

37 

40 

Carioca 

Philad.,     13th 

43   00 

39  00 

37  00 

35  00 

32  00 

27  00   32  00 

35 

40 

Sea  Breeze     .     .     .     . 

jBoston,     15th 

44  00 

40  00 

40  00 

39  00 

37  00 

32  00  130  00 

35 

38 

Isabelita  Ilyne  (barque 

N.  York,  21st 

'40  00 

36  00 

35  00 

32  00 

30  00 

29  00  i30  34 

25 

28 

Albany      

"         24th 

39  00 

37  00 

35  00 

33  00 

30  00 

27  00  ,27  30 

42 

45 

Flying  Cloud       .     .     , 

"         14th 

42  50 

37  30 

35  20 

34  00 

32  30 

31  80   33  41 

29 

31 

KB.  Palmer      .     .     . 

2d 

40  45 

33  10 

32  00 

30  15 

27  30 

25  30   28  50 

24 

26 

Eliza  Mallory     .     .     . 

18th 

41  00 

37  20 

34  45 

32  20 

30  00 

27  30   31  00 

32 

36 

Ottawa  (barque)       .     . 

6th 

45  20 

45  00 

43  00 

40  20 

35  00 

32  15  133  00 

35 

37 

Audubou 

Boston,       8th 

42  30 

39  50 

38  00 

36  00 

33  43 

32  00   31  53 

24 

28 

Mary  Maukin  (sch'r)*  . 

G.  Town,  13th 

33  00 

32  10 

32  30 

31  00 

29  15 

28  15   30  15 

32 

36 

Judge  Shaw   .     .     .     . 

Boston,     20th 

36  00 

36  00 

35  00 

34  00 

32  00 

30  00  |31  41 

33 

36 

Union* 

15th 

33  00 

31  00 

30  00 

29  00 

26  00 

24  00 

126   21 

34 

36 

St.  Andrew*  .     .     .     . 

Philad.,       1st 

38  00 

36  00 

31  00 

28  00 

25  00 

21  00  '24  10 

45 

47 

Oceanus      

Boston,        2di42  00 

39  00 

37  00 

35  00 

32  00 

28  00   29  04 

52 

55 

AVhite  Squall      .     .     . 

Philad.,-    lOtb 

41  00 

41  00  ,40  00 

39  00 

35  00 

29  00   31  37 

27 

29 

Golden  Statef     .     .     . 

'N.  York,  26th 

49  00 

43  00  '43  00 

43  00 

39  00 

36  00 

36  38 

24 

31 

Probus* 

25th 

34  00 

32  00  '30  00 

29  00 

28  00 

26  00 

30  00 

54 

57 

Union 

"         19th '38  00 

36  00   34  00 

32  00 

31  00 

29  00 

24  37 

44 

47 

Greenwich      .     .     .     . 

Boston,       9  th '43  00 

42  00   40  00 

40  00 

36  00 

27  00 

30  35 

36 

39 

White  Swallow  .     .     . 

28th  38  00 

35  00   34  00 

33  00 

30  00 

28  00 

32  27 

49 

54 

Pelican  State       .     .     . 

Philad.,     16th 

40  00 

39  00 

37  00 

32  00 

30  00 

28  00 

29  28 

39 

42 

Rubicon* 

N.Tork,  15th 

30  00 

28  00 

28  00 

26  00 

24  00    17  00 

20  48 

42 

45 

Harrisburg*   .     .     .     . 

10th 

33  00 

31  00 

29  00 

29  00 

28  00  127  00 

29  35 

43 

46 

Belle  of  the  West   .     . 

Boston,     21st 

45  00 

46  00 

47  00 

44  00 

41  00 

37  00 

35  45 

34 

37 

Anglo  Saxon      .     .     . 

N.  York,  15th'33  00 

31  00 

31  00 

31  00 

30  00 

29  00 

30  10 

29 

33 

F.  P.  Sage*    .     .     .     . 

27th  36  00 

33  00 

32  00 

31  00 

29  00 

28  00 

31  36 

52 

55 

Ino    .     .     . 

llth43  00 

42  00 

40  00 

37  00 

33  00 

30  00 

30  35 

29 

31 

Marion  .     . 

Philad.,     11th  32  00 

31  00 

30  00 

30  00 

30  00 

29  00 

31  38 

34 

37 

Texas    .     . 

N.York,  11th  32  00 

31  00 

30  00 

30  00 

30  00 

29  00 

31  45 

84 

37 

Nimrodf    . 

Ist'oO  00 

48  00 

49  00 

48  00 

48  00 

43  00 

30  56 

43 

47 

West  Wind 

Boston,     15th 

42  00 

43  00 

41  00 

38  00 

34  00 

28  00 

30  18 

25 

28 

Cyane    .     . 

11.  Roads,  18th 

38  00 

37  00 

36  00 

33  00 

31  00 

29  00 

32  00 

26 

29 

Sandusky  . 

N.  York,  21st 

38  00 

37  00  1 

36  00 

33  00 

30  00 

29  00 

32  13 

43 

46 

Avondalc  . 

Baltimore,  3d 

38  00 

36  00  ;35  00 

33  00 

31  00 

29  00 

28  52 

33 

35 

Reindeer    . 

N.  York,  19th 

40  00   40  00   39  00 

36  00 

32  00 

30  00 

29  58 

80 

33 

Rockland* 

"           22d 

29  00   28  00 

28  00 

27  00 

27  00 

28  00 

30  15 

35 

88 

Nestorian* 

28th 

33  00   30  00 

29  00 

29  00 

26  00 

19  00 

25  40 

53 

56 

Hersilia 

Boston,       1st 

53  00  [45  00 

1 

43  00 

36  00 

32  00 

29  00 

29  09 

51 

54 

Means 

40  51    39  10   37  18 

35  15 

32  46 

29  56 

30  53 

34.2 

37.6 

Means  of  the  best  six 

44  10   40  50   39  00 

36  50 

33  40 

30  30 

31  19 

24.5 

28.1 

*  Not  include 

d  in  tW  mc 

m  crossings,  bccaus 

e  they  dii 

1  not  folio 

V  tlic  new 

route. 

t  1 

ack-strnp 

pcd. 

MISTAKES   IN   THE  BOUTE   TO   BIO,   ETC. 


461 


New  Route  Crossings — Continued.     June. 


PASSED 

LONQITEDE  01  CEOgSIHO  PARALLELS  OF— 

CROSSED  EQUATOB. 

ST. 

NAME  OF  VESSEL. 

SAILED  FKOM. 

KOQCX. 

30°  N. 

25°  N. 

20°  N. 

15°  N. 

10°  N. 

5°N. 

Long.  W. 

Days. 

Days. 

Ilodr.  W. 

Long.  W. 

Long.  W. 

Long.  W.lLong.  W. 

Long.  W. 

Union 

N.  York,     2d 

43°00' 

40  00 

42°00' 

40  00 

40°00' 

40  00 

39°00'  37°00' 
38  00   36  00 

27°00' 

32  00 

30°20' 
33  00 

24 

22 

26 

Flying  Cloud      .     .     . 

3d 

24 

Eussell  (brig)      .     .     . 

Salem,        6th:35  00 

33  00 

32  00 

29  00  |27  00 

23  00 

28  00 

32 

35 

Cohota 

Boston,     17th'48  00 
K  York,  18th'35  30 

43  00 
35  00 

40  00 
35  00 

37  00   31  00 
32  00   31  00 

25  00 
27  00 

26  00 
31  41 

32 
84 

84 

Valparaiso      .     .     .     . 

37 

Witch  of  the  Wave     . 

Boston,      23d  51  00 

50  00 

49  00 

47  00 

44  00 

38  00 

33  25 

27 

82 

Defiance 

K  York,  26th  44  00 

46  00 

45  00 

43  00 

39  00 

27  00 

31  00 

36 

88 

Miantonomi  (barque)   . 

"         28th '45  00 

43  00 

41  00 

40  00 

36  00 

26  00 

32  13 

86 

40 

Helena* 

"         10th  34  40 
lst;43  SO 

33  30 

41  42 

33  20 
39  30 

32  15 
38  00 

31  20 
33  20. 

29  10 
27  00 

31  50 
31  54 

25 

24 

29 

Messenger       .     .     .     . 

26 

Tarolinta 

"         llth'39  00 

"          21st'49  00 

Richm'd,  24th  43  00 

36  00 

34  00 

34  00 
38  00 

31  00 
34  00 

28  00 
25  00 
30  00 

31  49 
29  25 

32  29 

36 
42 
36 

•   40 

Hero 

44  00  '41  00 
41  00   39  00 

44 

Greyhound     .     .     .     . 

35  00   31  00 

89 

Chilo 

Boston,     25th44  00 
N.York,  16th 40  00 

43  00  ;40  00 
36  00  :36  00 

36  00   32  00 
32  00  '30  00 

27  00 
26  00 

33  00 
30  45 

29 
32 

32 

Joseph  Maxwell      .     . 

34 

Reindeer 

Baltim'e,  21st  48  00 
N.  York,     2d  47  00 

46  00  :45  00 
43  00   40  00 

40  00  :35  00 
36  00   30  00 

26  00 

27  00 

30  00 

31  05 

29 

48 

31 

Albany      

51 

Flying  Dutchman    .     . 

22d51  00 

46  00   41  00 

38  00   33  00 

29  00 

31  34 

.  27 

30 

Young  America      .     . 

llth'58  00 

46  00  |44  00 

41  00   38  00 

36  00 

32  02 

35 

37 

Ilorsburgh*    .     .     .     . 

"            lst'35  00 

32  00   31  00 

31  00   30  00 

24  00 

28  00 

47 

50 

Wild  Ranger 

Boston,      22d49  00 

46  00   44  00 

42  00   38  00 

30  00 

32  24 

28 

31 

Kate  Ilays 

Philad.,        3d;34  00 

34  00 

34  00 

33  00 

30  00 

31  00 

30  56 

43 

46 

Winfield  Scott 

N.  York,  12th  46  00 

42  00 

40  00   38  00 

34  00 

26  00 

31  04 

38 

41 

Windward 

1       "            lst34  00 

32  00 

31  00   31  00 

30  00 

31  00 

31  17 

44 

50 

Messenger 

Philad.,      4th!38  00 

37  00 

36  00   32  00 

28  00 

26  00 

28  00 

30 

83 

Kanawha   . 

Savan.,      25th'50  00 
Portland,  26th  43  00 
C.  H.,         8th  43  00 

48  00 

46  00  |44  00   37  00 

30  00 
27  00 
30  00 

30  40 

31  45 
34  00 

55 
38 
28 

59 

Arethusa   . 

41  00  |37  00   33  00   31  00 

41 

Grey  Eagle     . 

43  00  j42  00  ,39  00 

34  00 

31 

Inez* 

Boston,        3d35  00 

17th45  00 

N.  York,  12th  43  00 

33  00  131  00   29  00 

38  00   36  00   34  00 

39  00  137  00  :36  00 

1             i 

26  00 
30  00 
32  00 

21  00 
26  00 
28  00 

24  34 
30  56 
30  40 

48 
39 
36 

50 

Sunbeam 

41 

Minnetonka    . 

40 

Means 

43  33 

40  16    39  12  '37  35 

33  12 

28  16 

31  08 

33.9 

37.4 

Means  of  the  best  six 

43  50 

42  20   40  20  |38  40   35  50 

30  20 

32  00 

24.8 

27.8 

*  Old  route;  not  included  in  the  mean  crossings. 


46S 


THE  WIND  AND  CURRENT  CHARTS. 


New  Route  Crossings — Continued.     July. 


NAME  OF  VESSEL. 


SAILED  FROM. 


LONGITUDE  OF  CEOSSING  PARALLELS  OF — 


30°  N. 


25°  N. 


20°  N. 


15°  N. 


10°  N. 


5°N. 


CROSSED  EQUATOR. 


PASSED 

ST. 
ROQUE. 


Long.  W.     Days.        Days. 


Mermaid  (barque) 
Telegraph  ... 
Horatio      ... 
Hazard  (barque) 
"Wild  Pigeon 
John  Gilpin    .     . 
Eobert  Wing  (brig) 
Georgiana  (brig) 
Parana  . 
Capitol  , 
Aura 
Wizard 
Arab*    . 
Wisconsin*     .     . 
Eelief,  U.  S.  S.     . 
North  Wind  .     . 
Pride  of  the  Sea 
Wild  Duck     .     . 
Manlius      .     .     . 
John  Bertram 
Queen  of  Clippers 
Whistler    . 
Weybosset* 
Boston* 
Audubon* 
Kremlin 
Agnes  Leeds 


N.  York, 


Means 


Eichm'd, 
N.  York, 


Boston, 
N.  York, 


Boston, 

N.  York, 
Boston, 


N.  York, 


Boston, 
N.  York 


Long.  W, 

2d!52°00' 

13th'50  00 

15th  39  00 

16th'36  05 

llth'48  80 

28th  35  50 

29th'49  20 

26th  46  00 

2d  44  00 

18th  44  00 

11th  37  00 

24th'46  00 

7th'45  00 

7th'42  00 

2  6th '47  00 

29th'48  00 

7th  47  00 

5th'48  00 

17th'48  00 

lst'49  00 

1st  52  00 

16th'49  00 

lst'44  00 

4th'42  00 

3d39  00 

8th '47  00 

23d  42  00 


Long.  W. 

52°00' 
48  00 
36  10 

34  30 

38  00 
'34  10 
!45  80 
i40  00 
144  45 
[37  80 

35  00 
43  00 
[41  00 

39  00 

43  00 
47  00 

44  00 

46  00 
43  00 

50  00 

51  00 

47  00 
41  00 

39  00 
38  00 

45  00 

40  00 


45  03 


42  18 


Long.  W. 
50°00' 

46  00 
34  30 

34  80 

36  20 
33  30 
44  20 
30  30 
44  16 

35  00 
32  00 
41  00 
38  00 

37  00 


42 
44 


00 
00 


40  00 
44  00 
39  00 
48  00 
50  00 
46  00 
38  00 

36  00 

37  00 
43  00 

38  00 


39  58 


Long.  W. 

46°00' 
43  00 

33  30 

34  00 

35  80 
32  50 
39  30 

30  00 
89  45 
38  08 

31  00 
38  00 
34  00 

38  00 

39  00 
42  00 
37  00 

42  00 
85  00 
45  00 
47  00 

43  00 
84  00 
82  00 
34  00 
41  00 
34  00 


Long.  W. 

43°00' 
89  00 
32  10 
88  20 
32  50 
31  15 

37  50 

28  45 

38  10 

31  00 

29  00 
88  00 
29  00 

28  00 
36  00 

35  00 

34  00 

36  00 

32  00 

42  00 

43  00 

35  00 

29  00 
29  00 
32  00 
31  00 
31  00 


37  15 


Long.  W. 

30°00' 

26  80 

29  48 
31  30 

30  30 
29  40 
35  00 

27  30 
35  25 

29  00 

27  00 

30  00 
19  00 
22  00 
24  00 

29  00 

30  00 

28  00 

29  00 
!32  00 
'31  00 
27  00 

27  00 
21  00 
26  00 

30  00 

28  00 


84°00' 
29  00 
80  55 

34  00 
33  30 

31  00 

35  40 

29  50 
84  45 

80  15 

30  50 
30  15 

26  08 

27  50 

28  06 

29  58 
33  26 

81  01 
81  45 

81  46 
38  48 

82  07 
81  80 
28  80 
28  31 
80  00 

32  15 


34  03 


28  18  81  06 


83 
83 
33 
82 
83 
25 
33 
31 
38 
30 
40 
24 
33 
35 
40 
33 
26 
31 
39 
31 
83 
82 
41 
36 
83 
34 
80 


38 


37 
85 
36 
36 
87 
27 
87 
84 
42 
33 
48 
26 
86 
37 
43 
35 
30 
33 
42 
34 
85 
35 
44 
89 
85 
87 
33 


36 


Means  of  the  best  six 


44  00 


41  30 


39  00 


36  40 


83  40 


29  50   81  29 


27.7 


80.7 


*  Too  far  to  the  eastward. 


MISTAKES   IN  THE   ROUTE  TO   RIO,   ETC. 


463 


New  Route  Crossings — Continued.     August. 


1 

PASSED 

LONGITUDE  OF  CROSSING  PARALLELS  OF — 

CEOSSED  EQUATOE.  1 

ST. 

NAME  OF  VESSEL. 

SAILED  FROM. 

30°  N. 

25°  N. 

20°  N. 

15°  N. 

10°  N. 

5°N. 

Long.  W. 

Days. 

Days. 

Long.  AV.  Long.  W. 

Long.  AV. 

Long.  W. 

Long.  W. 

Long.  W. 

Eaven*      

N.  York,     1st 

34°00'  34°00' 

84°00' 
41  00 

34°00' 

28  00 

33°00' 
85  00 

26°00' 
26  00 

31°00' 
27  00 

33 

28 

35 

Sea  Witch      .... 

2d 

47  00 

45  00 

30 

Typhoon    

"            8d 

47  00 

46  00 

45  00 

42  00 

85  00 

26  00 

29  00 

28 

30 

Seaman 

"            3d 

40  00 

39  00 

38  00 

36  00 

35  00 

27  00 

31  51 

29 

31 

Winged  Arrow  .     .     . 

Boston,       5th 

47  00 

46  00 

45  00 

43  00 

39  00 

30  00 

81  00 

28 

30 

Eavenf      

6th 

44  00 

41  00   89  00 

37  00 

33  00 

25  30 

28  00 

25 

27 

Cohotaf      

"         11th 

44  00 

41  00   39  00 

36  00 

29  00 

28  00 

24  00 

29 

32 

Sovereign  of  the  Seas 

N.  York,  14th 

34  00 

34  40 

34  50 

33  45 

83  00 

27  10 

86  00 

25 

28 

Sea  Witch      .     .     .     . 

23d 

41  00 

37  00 

36  00 

34  00 

30  00 

25  00 

27  00 

29 

31 

Oliver  J.  Hays    .     .     . 

29th !43  30  [41  00 

89  00 

35  00 

84  00 

80  00 

28  00 

51 

54 

Seaman 

'       "            3d 

40  00 

89  00 

38  00 

36  00 

35  00 

27  00 

31  51 

29 

31 

Edwin* 

iBoston,     26th'47  00 

44  00 

42  00  i35  00 

28  00 

23  00 

24  00 

54 

57 

Gertrude 

N.  York,     3d'36  00 

35  00 

38  00 

31  00 

28  00 

24  00 

81  33 

32 

35 

Antelope 

Baltim'e,  15th ;52  00 

45  00 

42  00 

41  00 

35  00 

27  00 

26  47 

38 

41 

Manchester*  .     .     .     . 

N.  York,  19th 

42  00 

35  00 

30  00 

27  00 

25  00 

19  00 

18  34 

55 

58 

John  Wade    .     .     .     . 

Boston,     25th 

43  00 

40  00 

89  00 

37  00 

33  00 

80  00 

82  46 

31 

■  33 

Onward 

N.  York,  28th 

43  00 

41  00 

88  00 

37  00 

34  00 

30  00 

30  50 

45 

47 

Witch  of  the  Wave     . 

Boston,     16th 

33  00 

33  00 

32  00 

31  00 

30  00 

27  00 

33  34 

29 

32 

Raven    

N.  York,  14th 

47  00 
38  00 

47  00 
36  00 

46  00 
38  00 

44  00 
33  00 

38  00 
29  00 

30  00 
28  00 

29  46 
29  24 

26 

44 

28 

Nazarene 

13th 

47 

Samuel  Train      .     .     . 

"            5th 

52  00 

48  00 

40  00 

88  00 

34  00 

27  00 

29  56 

49 

52 

Emily* 

Philad.,     27th 

37  00 

34  00 

32  00 

31  00 

29  00 

25  00 

30  04 

52 

54 

Thos.  W.  Sears  .     .     . 

N.  York,  20th 

43  00 

39  00 

36  00  [34  00 

31  00 

23  00 

28  44 

42 

45 

^lonsoon    

Boston,     29th 

53  00 

47  00 

42  00   89  00 

34  00   25  00 

32  25 

34 

37 

Raritan,  U.S.F.*     .     . 

Norfolk,  24th 

19  00 

22  00 

24  00   27  00 

24  00  |21  00 

24  50 

55 

58 

Comet 

N.  York,    5th 

46  00 
51  00 

43  00 
43  00 

41  00   39  00 
41  00   39  00 

36  00 
35  00 

28  00 
24  00 

80  00 
26  37 

28 
32 

30 

Trade  Wind  .     .     .     . 

IPhilad.,      7th 

34 

Mandarin 

N.  York,  11th 

47  00 
49  00 

46  00 
45  00 

44  00  i48  00 
44  00  |43  00 

39  00 

28  00 

32  30 

29  58 

28 
25 

31 

Hurricane 

9th 

41  00   32  00 

27 

Maine  Law     .     .     .     . 

10th 

49  00 

44  00 

42  00  140  00 

85  00  ,27  00 

29  45 

34 

36 

Sheffieldf 

17th 

45  00 

41  00 

41  00   39  00  136  00  |36  00 

34  34 

55 

61 

Sea  Witch      .     .     .     . 

10th 

49  00 

45  00 

41  00  137  00 

34  00 

24  00 

22  42 

30 

32 

Agnes 

"           9th 

48  00 

45  00 

42  00  140  00 

36  00 

29  00 

28  00 

25 

28 

Auckland 

Boston,     16th 

39  00 

40  00 

89  00   38  00 

35  00 

27  00 

30  42 

33 

36 

Helena 

N.  York,  15th 

38  00  i36  00 

88  00  m  00 

30  00 

26  00 

31  05 

34 

36 

Oriental* 

Boston,     13th 

39  00 

38  00 

37  00  '86  00 

35  00 

20  00 

20  25 

55 

58 

Sylvina 

Chenango*      .     .     .     . 

i       "             2d 

49  00 

44  00 

43  00 

41  00 

83  00 

28  00 

81  21 

46 

49 

iBaltiin'e,    22d 

47  00 

44  00 

42  00 

38  00 

35  00 

26  00 

25  39 

58 

61 

Means 

44  25 

41  21 

39  25 

37  02 

33  54 

27  28 

29  46 

82.9 

35.7 

Means  of  the  best  six 

44  50 

43  00 

41  30  i40  00   36  40 

i 

28  40 

30  48 

25.4 

28.3 

*  Not  included  in  the  mean  crossings,  because  they  went  the  old  route,  or  undertook  to  "split  the  difference." 
f  B.ick-.strapped;  not  included  in  the  mean  crossings. 


464 


THE  WIND  AND  CUKREKT  CHARTS. 


Neil)  Route  Crossings — Continued.    September. 


NAME  O;  VESSEL. 


SAILED  FROM. 


lOKOITUDE  OF  CROSSING  PARALLELS  OF- 


30°  N. 


25°  N. 


20°  N. 


15°  N. 


10°  N. 


5°N. 


CROSSED  EQUATOE, 


Long.  W. 


Days. 


PASSED 
ST. 

ROQCE. 


Days. 


Senator      .     . 
Eealm    ... 
John  Wade    . 
Annie  Buckman 
Revere       .     . 
Eolus  (barque) 
Anstiss       .     . 
A.  F.  Jenness* 
Ann  Maria*   . 
Morning  Light 
Magnolia    .     . 
Lady  Arbella 
Tonia*  .     .     . 
Unknown  .     . 
Franconia .     . 
Winged  Arrow 
Skylark     .     . 
K.  B.  Palmer 
Medford*   .     . 
Swan     .     .     . 
J.  W.  Paine    . 
AVild  Pigeon  . 
Siri*       .     .     . 
Magellan    .     . 
Parthenon 
Arthur*     .     . 
Lady  Franklin* 
Pemamaquon 
Kate  and  Alice 


N.  York, 


Boston, 

Richm'd, 
Philad., 
N.  York, 
Philad., 
Boston, 
N.  York, 
0.  Canso, 

Boston, 

11 

<( 
N".  York, 


Boston, 
Baltim'e, 

N.  York, 

II 

i( 

Boston, 

(I 

N.  York, 


Long.  W, 

12th'39°00' 

23d'42 
12th'40 
26th'40 
15th'40 
28th'37 
28th57 
27th  40 
11th  30 
26th  31 
21st'4o 
30th|41 

lst40 
20th35 
19thk2 
llthoO 
20th38 
28th40 
19th35 

7th '42 


Boston, 
N.  York, 


28th'39 
6th  !42 
14th51 
10th48 
13th38 
25th41 
2d'34 
25th!39 

14th'37 

I 


00 
25 
00 
00 
30 
00 
45 
00 
00 
00 
00 
00 
00 
00 
00 
00 
00 
00 

6o 

00 
00 
00 
00 
00 
00 
00 
00 
00 


ILong.  W. 

36°30' 

32  80 
37  30 

33  00 

37  45 

34  45 
47  50 
39  20 

29  00 

30  00 
44  00 

38  00 

39  00 
36  00 
36  00 
49  00 
38  00 
38  00 
30  00 

40  00 
38  00 
|42  00 
[42  00 
i36  00 
l37  00 
139  00 
32  00 
88  00 

35  00 


Long.  W. 

34°30' 
32  00 
35  00 

31  20 
35  00 

32  15 

40  20 
38  30 

28  00 
30  00 
1 42  00 
'88  00 

37  00 

35  00 
34  00 
47  00 

38  00 

37  00 

29  00 

38  00 

36  00 

41  00 
41  00 
34  00 

36  00 

37  00 

30  00 
37  00 
34  00 


Long.  W. 

33°45' 
31  20 
34  51 

30  29 

33  30 

31  00 
37  45 
37  30 

27  00 
30  00 
89  00 

36  00 

34  00 

34  00 
33  00 
46  00 

37  00 

35  00 

28  00 

36  00 

33  00 

38  00 

39  00 

32  00 

34  00 

35  00 

29  00 
35  00 
34  00 


Long.  W, 

30°30' 

81  00 

32  00 
29  30 

31  30 

28  45 
34  00 

36  00 
24  00 

29  00 

37  00 

33  00 
26  00 

32  00 

32  00 
44  00 
36  00 

33  00 
26  00 

32  00 

82  00 

34  00 

38  00 

30  00 

31  00 

33  00 
28  00 


38  00 
31  00 


Long.  W. 

26°30' 
28  10 
28  00 

28  30 
27  50 
27  15 

26  00 

27  30 
22  00 

29  00 
32  00 

30  00 
22  00 
27  00 
29  00 
40  00 

31  00 

27  00 
21  00 

28  00 
27  00 

29  00 
27  00 
27  00 
27  00 

27  00 
24  00 
29  00 

28  00 


29°00' 
30  45 

29  00 
81  30 
32  30 

30  20 

29  00 

30  30 
26  50 
38  01 

29  20 
28  04 

26  10 

31  29 
80  21 

30  40 

32  53 

28  83 
25  54 

29  00 

30  55 

27  10 

28  00 

27  55 

29  38 
29  30 
24  12 

31  47 

28  00 


43 
32 
86 
35 
38 
45 
77 
44 
38 
41 
44 
40 
25 
47 
87 
29 
31 
44 
85 
36 
85 
47 
39 
38 
52 
43 
44 
86 


41 
45 
34 
38 
39 
40 
48 
80 
46 
40 
43 
47 
42 
27 
50 
39 
31 
34 
46 
38 
89 
37 
50 
41 
41 
55 
46 
48 
39 


Means 


41  00 


38  00 


35  46 


34  45 


32  31  28  49  30  02 


37.3 


39.9 


Means  of  the  best  six 


39  10 


S7  50 


36  20 


35  00 


32  40 


28  10 


30  34 


31 


34 


*  Forced  to  the  eastward;  not  included  in  tlie  mean  crossings.     Tlie  Ann  Maria,  Medford,  and  Lady  Franklin  took  the  old  route. 
The  A.  F.  Jenness,  Tonia,  and  Arthur  attempted  to  split  the  difference.     The  Jenness  is  evidently  a  very  dull  sailer. 


MISTAKES  m  THE  ROUTE  TO   BIO,   ETC. 


im 


New  Route  Crossings — Continued.     October. 


FAB8K0 

LONQITUDE  OF  CUOSSINO  PARALLELS  OF —                       CROSSED 

EQUATOR. 

ST. 

NAME  OF  VESSEL 

SAILED  FROM. 

ROQUE. 

30°  N. 

25°  N. 

20°  N. 

15°  N.      10°  N. 

5°  N.      Long.  W. 

Days. 

Days. 

Long.  Wj 

Long.  W. 

LnnR.  W. 

LonR.  W.Long.  W.  Long.  W.I 

Comet 

N.  York,     2d  4o°00'  '41°00' 

37°00' 

35°00'  32°00'  29°00'  ,31°00' 

25 

27 

Russell 

3d  41  00   36  00 

33  00 

31  00   29  00   26  00  .28  12 

36 

39 

Miantonomi*       .     . 

3d  46  00 

46   00 

45  00 

41  00   41  00   37  00   34  00 

47 

51 

Somerset    .     .     . 

Boston,       4th51  00 

44  00 

38  00 

35  00   31  00   29  00   30  25 

43 

46 

Wild  Pigeon  .     . 

N.  York,  14th  40  00   36  00 

32  00 

31  00   32  00   28  00   28  00 

27 

29 

Golden  Gate  .     . 

14th  40  00  136  00 

32  00 

32  00   32  00   27  00  [28  00 

27 

29 

Miguelon  (barque)* 

Salem,      15th  48  00  ,45  00 

49  00 

34  00   33  00  [30  00   32  00 

40 

43 

Helena  .... 

N.  York,  30th  50  00   44  00 

40  00 

40  00   40  00   37  00   32  10 

39 

45 

Sam'l  Lawrence  . 

Boston,     20th  39  00   38  00 

32  00 

31  00   29  00 

27  00  ;29  38 

30 

32 

Golden  City    .     . 

N.York,  24th  41  00 

38  00 

37  00 

36  00   35  00 

31  00  ^3  27 
31  00  54  00 

28 

31 

Ringleader      .     . 

Boston,     21st'44  00 

39  00 

37  00 

36  00   34  00 

28 

31 

Le  Cocq*   .     .     . 

2d'35  00 

35  00 

34  00 

33  00   31  00 

29  00  ,30  19 

44 

47 

Edwin*      .     .     . 

11th  32  00 

28  00  '27  00 

26  00  i24  00   22  00  i25  00 

41 

44 

W.  G.  Lewis  .     . 

9th!36  00 

35  00  :35  00 

35  00  ;34  00   31  00  |31  23 

37 

41 

Angeliqne      .     . 

N.  York,  18th  43  00 

35  00   34  00 

32  00  ;29  00   28  00  130  38 

37 

40 

Dragon       .     .     . 

Boston,     29th40  00 

33  00   29  00 

30  00  29  00  ;29  00  :30  47 

28 

30 

Coquimbo*      .     . 

28th41  00 

38  00   35  00 

33  00   30  00   27  00   28  34 

42 

45 

Lucy  Elizabeth* 

"         12th'26  00 

24  00 

25  00 

26  00   24  00   22  00   25  00 

38 

41 

Sam'l  Russell      . 

N.  York,    6th  33  00 

32  00 

32  00 

32  00  [32  00   31  00   31  27 

30 

32 

Bald  Eagle     .     . 

"            3d!45  00 

47  00 

45  00 

42  00   38  00   31  00 

30  41 

32 

34 

Roscoef      .     .     . 

2d|46  00 

48  00 

48  00 

48  00 

45  00 

33  00 

34  15 

53 

56 

Iconium     .     .     . 

29th'43  00 

39  00 

35  00 

34  00 

32  00 

30  00 

30  30 

42 

45 

Westward-Ho*    . 

Boston,     17th30  00 

28  00 

29  00 

29  00 

28  00 

28  00 

29  30 

29 

32 

Eureka  .... 

N.  York,    5th '34  00 

34  00 

33  00 

31  00 

31  00 

28  00 

29  30 

26 

28 

Piscataqua      .     . 

Boston,     28th'48  00 

37  00  ;35  00  [34  00 

32  00 

29  00 

31  15 

43 

46 

Malay    .... 

N.  York,  14th' 40  00 

37  00  [37  00  ,34  00 

31  00 

29  00 

31  12 

35 

38 

Squantumf     .     . 

Boston,        2cl 

51  00 

43  00 

41  00   40  00 

37  00 

35  00 

32  50 

44 

48 

Means 

41  44 

37  00 

34  50   33  41 

32  06 

29  25 

30  40 

32.7 

35.5 

Means  of  the  best  six 

40  40  l37  20 

34  40   33  30 

32  40 

29  00 

30  39 

26.8 

29.2 

*  Forced  to  the  eastward;  not  included  in  the  mean  crossings,  though  neither  of  them,  although  they  crossed  so  far  west,  had  any 
difficulty  with  Cape  St.  Eoque. 
f  Fell  to  leeward. 


59 


i»6 


THE   WIND   AND   CURRENT   CHARTS, 


Nevj  Route  Cms. 

'ings — Continued.    November 

LONGITUDE  OF  CEOSSING  PARALLELS  OF — 

CROSSED  EfJUATOE. 

PASSED 
ST. 

KAMK  or  VESSEL. 

SAILED  F£OM. 

ROQUE. 

30°  N. 

25°  N. 

20°  N. 

15°  N. 

10°  N. 

5°N. 

Long.  W. 

Days. 

Days. 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W.i  Long.  W. 

Long.  W. 

Celestial 

N.  York,     2d;45°00' 

37°00' 

32°00' 

32°00'  130°00' 

28°00' 

31°00' 

24 

26 

Newton      .     .     . 

Boston,       7th  42  00 

42  00 

41  00 

40  00 

38  00 

35  00 

82  30 

34 

38 

Flying-Fish     .     . 

7th  49  00 

42  00 

36  00 

35  00 

34  00 

30  00 

32  00 

19 

21 

K.  C.  Winthrop  . 

8th  42  30 

42  00 

41  00 

30  00 

37  00 

34  00 

32  30 

32 

35 

Sword  fish  .     .     . 

N.  York,  12th  44  00 

39  00   37  00 

36  00 

35  00 

31  00 

32  00 

23 

25 

Horatio      .     .     . 

18th  44  00 

33  00  '31  00 

30  00 

29  00 

29  00 

30  30 

25 

27 

Esther  May    .     . 

Boston,     19th 

35  00 

32  00   33  00 

33  00 

32  00 

31  00 

31  00 

27 

31 

Lucia  Field  (barque 

)    '. 

20th 

37  00 

34  00   31  00 

30  00 

29  00 

28  00 

31  00 

31 

34 

Geo.  Brown    .     . 

Philad.,     24th 

41  00 

35  00   32  00 

30  00 

28  00 

28  00 

29  00 

29 

84 

Esther  May     .     . 

0 

Boston,     19  th 

38  00 

33  00   32  00 

33  00 

32  00 

30  00 

31  45 

27 

29 

Uriel      .... 

N.  York,  27th 

45  00 

39  00 

36  00 

33  00 

31  00 

29.00 

30  00 

26 

30 

Tuscany     .     .     . 

28th 

43  00 

36  20 

34  30 

33  20 

32  20 

30  20 

32  00 

42 

45 

Contest       .     .     . 

"         16th 

48  00 

37  46 

36  00 

35  30 

83  00 

29  56 

31  00 

27 

29 

Living  Age    .     . 

24th 

42  50 

40  00 

35  00 

32  00 

28  40 

26  00 

28  80 

29 

32 

Alboni  .... 

21st 

46  00 

39  30 

37  50 

35  30 

82  45 

82  00 

82  20 

26 

28 

Thos.  Church      . 

20th 

48  00 

37  00 

34  00 

32  00 

29  00 

26  00 

29  40 

29 

32 

Walter  .... 

29th 

49  30 

45  20 

39  40 

86  40 

34  00 

30  30 

31  00 

33 

35 

Danube      .     .    . 

13th 

50  00 

36  00 

35  06 

32  40 

82  00 

29  30 

29  20 

37 

40 

Trade-Wind  .     .     . 

13th 

49  00 

30  00 

30  20 

31.00 

80  20 

30  00 

34  00 

22 

26 

Tingqua     .... 

24th 

43  00 

40  00 

39  25 

37  45 

83  50 

81  20 

32  00 

20 

23 

Gray  Feather 

8th 

38  30 

34  40 

35  40 

35  00 

32  SO 

29  00 

32  00 

32 

84 

Kentucky  .     .     . 

Boston,     24th 

46  30 

39  25 

36  34 

34  50 

33  00 

30  20 

B2  45 

24 

27 

Cygnet  .... 

■      "             3d 

39  30 

36' 00 

31  25 

30  00 

28  00 

26  00 

30  00  ■ 

38 

41 

Telegraph  .     .     . 

15th 

49  00 

40  00 

34  40 

34  30 

31  45 

30  00 

32  00 

27 

29 

Sophronia  .... 

Salem,        6th 

40  30 

41  12 

41  10 

39  00 

36  40 

82  20 

30  20 

32 

35 

Cyclone      .... 

Boston,        2d 

49' 00 

47  00 

46  00 

41  00 

38  00 

84  00 

34  55 

30 

33 

Eagle 

N.York,    4th 

51  00   39  00 

38  00 

35  00 

35  00 

32  00 

82  07 

31  . 

33 

Eobert  Wing      .     . 

14th 

47  00 

42  00 

38  00 

36  00 

33  00 

80  00 

32  05 

30 

32 

Humboldt  .... 

24th 

37  00 

32  00 

33  00 

34  00 

33  00 

30  00 

30  10 

•37 

39 

Eichard  Alsop    .     . 

9th 

42  00 

31  00 

32  00 

32  00 

30  0(3 

27  00 

80  53 

31 

33 

Westward-Ho     .     . 

"          15th 

40  00 

38  00 

37  00 

34  00 

33  00 

32  00 

81  47' 

24 

27 

Dashing  Wave    .     . 

Philad.,     27tho3  00 

48  00 

42  00 

40  00 

39  00 

34  00 

33  15 

28 

83 

Grayhound     .     .     . 

C.Henry,  27th  144  00 

32  00 

32  00 

32  00 

32  00 

30  00 

30  05 

38 

36 

California  .... 

Boston         3d|'46  00 

38  00 

35  00 

33  00 

80  00 

29  00 

31  30 

35 

39 

North  Carolina* 

N.  York,  25th  141  00 

29  00 

29  00 

29  00 

29  00 

28  00 

29  03 

37 

40 

Parana 

6th|44  00 

40  00 

38  00 

35  00 

34  00 

30  00 

31  54 

30 

32 

Suwarrow*     .     .     . 

25th !39  00 

i 

35-00 

34  00 

32  00 

28  00 

28  00 

29  20 

46 

49 

Means 

'44  13 

1 

39  22 

35  50 

34  07   32  36 

30  07 

81  11 

29.3 

32.4 

Means  of  the  best  six 

45  40 

36  50 

34  17   33  27 

32  01 

29  53 

30  55 

22.2 

24.7 

*  Forced  to  the  eastward ;  not  included  in  the  mean  crossings. 


MISTAKES   IN   THE   HOUTE   TO   RIO,   ETC. 


467 


New  Route  Crossings — Continued.    December. 


PASSED 

lONGITUDi 

OF  CE03SISG  PAnALLELS  OF — 

CROSSED  EQUATOB. 

ST. 

NAME  OF  VESSEL. 

SAILED  FROM. 

BOQDE. 

30°  N. 

25°  N. 

20°  N. 

15°  N. 

10°  N. 

5°N. 

Long.  W. 

Days. 

Days. 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W.  Long.  W. 

Long.  W. 

Southerner  (barque)t  . 

N.  York,     1st 

40°00' 

41°00' 

40°00' 

38°00'  35°00' 

32°00'  30°00' 

88 

42 

Hazard 

4th 

45  00 

41   00 

39  00 

38  00  |35  00 

32  00 

32  00 

21 

24 

Samuel  Eussell   .     .     . 

5th 

53  00 

46  00 

43  00 

41  00  i36  00 

32  00  i30  00 

19 

20 

Element     .    .     .     .     . 

5th 

44  00 

42  00 

39  00 

36  00 

33  00 

31  00 

31  00 

22 

24 

Grafton  (barque)      .     . 

8th 

35  00 

31  00 

33  00 

32  00 

32  00 

30  00 

29  00 

29 

81 

Lantao 

8th 

44  00 

41  00 

41  00 

41  00 

37  00 

31  00 

29  00 

30 

32 

St.  Lawrence,  U.S.frig'te 

"         12th 

42  00 

39  00 

36  00 

35  00 

33  00 

30  00 

31  00 

31 

34 

Seaman's  Bride  .     .     . 

"         12th 

41  00 

40  00 

40  00 

36  00 

34  00 

30  00 

31  00 

28 

32 

Portsmouth  (U.  S.  ship) 

Boston,     16th 

36  00 

39  00 

38  00 

38  00 

36  00 

33  00 

31  00 

26 

80 

Hurricane      .     .     .  '. 

N.  York,  17th 

45  00 

42  00 

41  00 

40  00 

38  00 

34  00 

34  00 

27 

30 

Benjamin  Howard  .     . 

Boston,     25tb 

41  00 

35  00 

33  00 

32  00 

29  00 

26  00 

^7  00 

25 

28 

Pontiac 

25th 

43  00 

38  00 

36  00 

35  00 

32  00 

30  00 

30  00 

23 

27 

Winged  Eacer    .     .     . 

N.  York,  12th 

39  00  'SQ  00 

34  30 

32  00 

30  00 

28  15 

31  00 

22 

24 

Golden  Gate  .... 

6th 

46  14   40  30 

37  00 

35  10 

33  30 

31  20 

33  56 

20 

23 

John  Holland      .     .     . 

1st 

45  30 

42  10 

38  40 

36  50 

33  40 

29  14 

31  00 

39 

43 

Storm  (barque)   .     .     . 

21st 

44  00 

41  00 

39  00 

37  30 

34  45 

33  30 

35  30 

18 

25 

Golden  West       .     .     . 

Boston,     loth 

41  00 

39  20 

38  30 

38  20 

36  00 

34  00 

31  20 

28 

30 

Dancing  Feather  (sch'r) 

12th 

53  00 

47  30 

43  00 

38  51 

34  30 

30  00 

30  42 

83 

35 

John  Bertram      .     .     . 

12th 

49  30 

45  20 

M  00 

38  13 

36  45 

31  00 

29  80 

27 

29 

Flying  Childers  .     .     . 

18th 

49  30 

47  30 

43  30 

41  00 

36  40 

32  30 

30  40 

23 

25 

Aldebaran      .... 

25th 

39  20 

36  20 

36  10 

32  50 

29  15 

26  10 

28  00 

37 

40 

Seargo '. 

N.  York,  14th 

36  00 

33  00 

n  00 

29  00 

28  00 

26  00 

29  31 

83 

38 

Eagle  Wing   .'    .     .     , 

Boston,     21st 

39  00 

37  00 

^S'OO 

37  00 

34  00 

30  00 

29  80 

25 

27 

Ottawa 

N.  York,  19th 

45  00 

38  00 

43  00 
35  00 

39  00 

37  00 

33  00 
30  00 

30  00   29  21 

26 
26 

29 

Grayhound     .... 

Richmond,  7th 

33  00   32  00 

29  00 

31  12 

28 

Roman 

N.  York,  20th 

43  00 

44  00 

38  00 
34  00 

37  00   35  00 

33  00 
31  00' 

31  00 
30  00 

30  08 
32  15 

21 
20 

23 

David  Brown      .     .     . 

13th 

30  00- 

31  00 

23 

2d 

50  00 

33  00 

32  00 

32  00 

31  00 

30  00 

32  00 

24 

28 

Indus     ...... 

Baltim'e,  13th 

52  00 

39  00 

35  00 

34  00 

29  00 

28  00 

30  55 

22 

26 

Ludwig*    ....'. 

N.York,  31st 

39  00 

33  00 

32  00 

31  00 

30  00 

26  00 

25  19 

35 

38 

Gray  Eagle     .... 

Pbilad.,     11th 

48  00 

43  00 

39  00 

37  00 

34  00 

31  00 

32  45 

22 

25 

J.  Maxwell*    .... 

C.  Henry,    2d 

41  00 

34  00 

30  00 

29  00 

28  00  j27  00 

28  33 

33 

86 

Retriever*       .... 

St.  Johns,  8th 

31  00 

28  00 

25  00 

23  00 

23  00   22  00 

20  02 

50 

54 

Virginia* 

N.  York,    8th 

39  00 

37  00 

34  00 
39  00 

31  00 
39  00 

28  00  [27  00 
38  00   34  00 

27  20 
33  45 

87 
22 

40 

Telegraph 

Boston,        2d 

45  00  |42  00 

26 

Means 

44  21    39  34 

38  11 

35  31 

33  22  i30  29 

i 

30  51 

25.6 

28.6 

Means  of  the  best  six 

45  50   40  00 

37  30 

36  10 

33  40   31  30 

1 

82  13 

19.8 

23 

*  Forced  to  the  eastward,  not  included  in  tlic  mean  crossings. 
■f-  Fell  to  leeward. 


468 


THE  WIND  AND  CURRENT  CHARTS. 


Old  and  Middle  Route  Crossings. 


PASSED 

LONGITUDE  OF  CROSSING  PARALLELS  OF — 

CROSSED  KQUATOR.  1 

ST. 

NAME  OF  VESSEL. 

SAILED 

FROM. 

ROaCE. 

i 

30°  N.      25°  N. 

20°  N. 

15°  N. 

10°  N. 

6°N. 

Long.  W. 

Days. 

Days. 

Boston^     .      .      . 

Boston, 

Jan.      lst'32°00'  28°00'  |27°00' 

26°00' 

25°00'  23°00' 

24°50' 

271 

31 

Star  of  the  Union 

(1 

"      28th'a5  40 

33  00    29  00 

29  50 

29  45 

29  20 

29  50 

34 

25  r 

36 

Wisconsin^   .     . 

K.  York, 

"     20th'30  00  '30  80  ;81  00 

31  00 

28  00 

27  00 

28  11 

28 

Vandalia^f      .     . 

u 

"      20th'31  00   29  30    27  00 

26  30 

26  30 

26  00 

28  00 

37  J 

41 

Pontiac      .     .     . 

Boston, 

"      20th'46  00   38  00   34  00 

33  00 

31  00 

29  00 

29  40 

46 

49 

Tsar      .... 

11 

"      12th44  00  ;32  00  i38  00 

34  00 

31  00 

28  00 

27  80 

30 

83 

Windward      .     . 

Baltimore 

,   "      13th  53  00  1 

43  00 

39  00 

37  00 

32  00 

29  00 

29  34 

37 

40 

St.  Lawrence^    . 

N.  York, 

Feb.     8th 

31  30 

29  30 

28  00 

28  30 

28  15 

28  00 

28  00 

36 

41 

Bark  EmilyT"      . 

Philad., 

"      20tli 

33  00 

31  30 

30  40 

29  40 

28  40 

28  30 

28  40 

30 

34 

M.  Ilawesf     .     . 

N.  York, 

"       22d 

40  00  '32  00 

30  00 

27  00 

26  80 

26  00 

26  18 

35 

41 

St.  Lawrence^f    . 

(1 

"        9th 

31  00   30  00 

28  00 

28  00 

28  00 

28  00 

28  00 

34 

38 

Roscoef     .     .     . 

(1 

"      27th 

48  00  ,34  00 

32  00 

31  00 

30  00 

29  00 

28  00 

83 

35 

Wm.  Prlcef  .     . 

PhiUd., 

"      20th 

42  00   37  00    34  00 

31  00 

28  00 

27  00 

26  20 

81 

85 

"Wejbosset     .     . 

N.  York, 

"       23d 

38  00  !36  00  134  00 

32  00 

29  00 

27  00 

26  00 

32 

36 

Gleaner      .     .     . 

a 

"      24th 

38  00  '37  00  '37  00 

33  00 

30  00    28  00 

27  15 

32 

36 

Rose  Standish^f  . 

11 

March  1st 

33  00  129  00    28  00 

27  00 

26  30 

26  00 

27  00 

27  J 

80 

Ariell  .... 

11 

"     10th 

33  00  '31  00   30  30 

29  30 

28  00 

26  80 

26  26 

30^ 

84 

Harriet  lloxiel" . 

11 

"     24th 

30  00  |26  00  j28  00 

28  30 

29  00 

29  30 

30  20 

27  5 

30 

Golden  Eraf 

11 

"     25th 

40  00  :38  00 

38  00 

34  00 

31  00 

28  00 

26  20 

88 

41 

Rosario      .     .     . 

K 

"       6th 

35  00  i27  00 

27  00 

27  00 

27  00 

26  00 

27  16 

28 

81 

Vandal  iaT"      .     . 

Baltimore 

,    "       9th 

31  00  130  00 

29  00 

29  00 

27  00 

25  00 

24  36 

45 

48 

Relief,  U.  S.  S.     . 

N.  York, 

"     24th 

38  00   36  00 

33  00  {31  00 

29  00 

27  00 

26  30 

29 

82 

Mary  Annahf     . 

11 

"     21st 

47  00   37  00 

34  00  132  00 

30  00 

29  00 

26  56 

31 

84 

QueenoftheEast^ 

11 

April  8th 

31  00    27  00 

27  00 

26  00 

25  00 

23  00 

23  00 

311 

36 

Thamesf    .     .     . 

Portland, 

"     24th 

50  00   42  00 

38  00 

33  00 

30  00 

25  00 

26  08 

41 

44 

Rome^ .... 

N.  York, 

"     26th 

32  00  i30  00 

30  00 

29  00 

26  00 

25  00 

26  00 

43  " 
36 

46 

Arthur  Pickering 

Salem, 

"     30th 

38  00  l36  00 

36  00 

33  00 

29  00 

26  30 

27  50 

89 

Mayflower      .     . 

N.  Yoik, 

2d 

34  00  '30  00  |30  00 

30  00 

29  00 

28  31 

31  00 

80 

32 

Amazon     .     .     . 

u 

"       7th 

37  00 

35  00  !32  00 

31  00 

29  00 

28  00 

29  06 

32 

85 

Linwoodf  .     .     . 

Baltimore 

),    "     15th  52  00 

34  00  132  00 

32  00 

29  00 

28  00 

29  51 

33 

86 

SophroniaT^    .     . 

Boston, 

"     16th30  00 

28  00 

28  00 

29  00 

28  00 

28  00 

30  27 

34 

87 

.  Cleopatra^f     .     . 

11 

"      23d:30  00 

28  00 

28  00 

28  00 

28  00 

28  00 

31  33 

24 

27 

Nestorianf     .     . 

N.  York, 

"     24th  36  00  {34  00 

35  00 

33  00 

30  00 

27  00 

29  32 

31 

35 

Milton  .     .     .     . 

Boston, 

May  15th'37  00 

36  30  |35  00 

32  00 

27  80 

26  00 

28  15 

37 

40 

Albanyt    .     .     . 

N.  York, 

"     24th39  00 

37  00 

35  00 

33  00 

30  00 

27  00 

27  30 

42 

45 

N.  B.  Palmer      . 

1       " 

"        2d'40  00  '33  00 

32  00 

30  00 

27  00 

25  00 

28  50 

24 

26 

Probus  .     .     .     . 

11 

"     25tb,34  00  ,32  00 

30  00 

29  00 

28  00 

26  00 

30  00 

54 

57 

Unionf       .     .     . 

i< 

"     19th  38  00 

36  00 

34  00 

32  00 

31  00 

29  00 

24  37 

44 

47 

Rubicon^       .     . 

II 

"     15th'30  00 

28  00 

28  00 

26  00 

24  00 

17  00 

20  48 

42 

45 

Harrisburg^  .     . 

11 

"     10th33  00 

31  00  i29  00 

29  00 

28  00 

27  00 

29  85 

43 

46 

F.  P.  Sage      .     . 

II 

"     27th'36  00 

33  00  '32  00 

31  00 

29  00  S28  00 

31  86 

52 

55 

Rockland^     .     . 

II 

"      22d29  00  |28  00  128  00 

27  00 

27  00 

28  00 

30  15 

85 

38 

Nestorian*!"     .     . 

11 

"     28th  33  00 

30  00  |29  00 

29  00 

26  00 

19  00 

25  40 

58 

56 

Lamartine      ,     . 

11 

June  lOth'34  00 

32  00  i31  30 

31  00 

29  00 

26  00 

28  49 

38  T 

37 

Z.  D.t   .     .     .     . 

11 

"     loth  39  00 

37  00  |35  00 

34  00 

33  00 

24  30 

28  50 

■85 

1     37 

Sarah  11.  Snowf 

Boston, 

"      23d39  00 

36  00   33  00 

31  00 

29  00 

23  00 

27  00 

88  " 

42 

Talbot  .     .     .     . 

N.  York, 

"     27th  35  30 

34  00   30  00 

28  30 

25  00 

19  00 

25  00 

41  J 

43 

Thetis    .     .     .     . 

11 

"     29th'34  00 

32  00  i30  00   27  00 

25  00 

24  30 

130  48 

48 

;     46 

Herof  .     .     .     . 

11 

"     21st'49  00 

44  00   41  00   38  00 

34  00 

25  00 

i29  25 

42 

'     44 

Messengerf    .     . 

Philad., 

"       4th  38  00 

37  00  i36  00   32  00 

28  00  l26  00  j28  00 

30 

:     33 

Inezf    .     .     .     . 

Boston, 

3d  35  00  i33  00  |31  00  129  00 

26  00    21  00  i24  34 

48 

:  50 

llorsburghf    .     . 

N.  York, 

new  rnutp,  h 

1st  35  00   32  00   31  00   31  00  130  00  ,24  00  ;28  00 

it  !it)an'1cinpfl  it. 

47 

\   Olrlr 

50 

I  Stnrfprt  on  tlip 

oiite. 

MISTAKES   IN   THE  ROUTE   TO   BIO,   ETC. 


469 


Old  and  Middle  Route 

Orossingi 

! — Continued. 

lONOITCDE  OF  CROSSING  PARALLELS  OF— 

CaOSSED  EQCATOB. 

PASSED 

ST. 

NAME  OF  VESSEL. 

SAILKD  FKOM. 

BOQtIE. 

30°  N. 

25°  N.      20°  N. 

15°  N. 

10°  N. 

5°N. 

Long.  W. 

Days. 

Days. 

Platot   .... 

Boston,      July     1st 

40°00' 

36°00'  :34°00' 

29°30' 

26°00' 

20°00' 

27°00' 

85  ~1 

37 

Wessacumconf  . 

"       7th'41  00 

39  00  i35  00 

30  00 

25  00 

23  00 

29  00 

50  1 

54 

Eaglet  .... 

N".  York,      "     llth!49  00 

47  30 

46  30 

44  30 

44  00 

23  00 

28  00 

38  ( 

35 

Cohanseyt      .     • 

"     20th 

46  00 

43  00 

40  00 

37  00 

34  00 

24  30 

28  56 

85 

38 

Arabf  .... 

Boston,         "      7th 

45  00 

41  00 

38  00 

34  00 

29  00 

19  00 

26  08 

33 

36 

Wisconsinf    .     . 

N.  York,      "      7th 

42  00 

39  00  '37  00 

33  00 

28  00 

22  00 

27  60 

35 

37 

Weybossettf 

Boston,         "       1st 

44  00 

41  00 

38  00 

34  00 

29  00 

27  00 

31  30 

41 

44 

Bostonf     .     .     . 

N.  York,      "      4th 

42  00 

39  00 

36  00 

32  00 

29  00 

21  00 

28  30 

36 

89 

Edwinf      .     .     . 

Boston,     Aug.  26th  47  00 

44  00 

42  00 

35  00 

28  00 

23  00 

24  00 

54 

57 

iNfanchestert  .     . 

N.  York,      "    19th  42  00 

35  00 

30  00 

27  00 

25  00 

19  00 

18  34 

55 

58 

Emilyf       .     .     . 

Philad.,         "     27th  37  00 

34  00 

32  00 

31  00 

29  00 

25  00 

30  04 

52 

54 

Karitan,  U.  S.  F.l 

Norfolk,        "     24th  19  00 

22  00 

24  00 

27  00 

24  00 

21  00 

24  50 

55 

58 

Orientalf  .     .     . 

Boston,         "     13th  39  00 

38  00 

37  00 

36  00 

35  00 

20  00 

20  25 

55 

58 

Chenangof     .     . 

Baltimore,    "      22d47  00 

44  00  :42  00 

38  00 

35  00 

26  00 

25  39 

58 

61 

John  Wade    .     . 

Boston,     Sept.    5th  45  00 

42  00    41  00 

39  00 

32  00 

24  00 

29  00 

34 

37 

U.  S.  S.  Relief     . 

N.York,      "     27th'42  15 

38  30   37  15 

31  42 

27  00 

25  20 

28  00 

53 

57' 

Anu  Maria^^  .     . 

"     llth'SO  00 

29  00 

28  00 

27  00 

24  00 

22  00 

26  50 

44 

46 

Toniat  .... 

C.  Canso,      "       1st  40  00 

39  00 

37  00 

34  00 

26  00 

22  00 

26  10 

40 

42 

Medfordt  .     .     . 

Boston,         "     19th35  00 

30  00   29  00 

28  00 

26  00 

21  00 

25  54 

44 

46 

Sirif      .... 

N.York,      "     14th 

51  00 

42  00 

41  00 

39  00 

38  00 

27  00 

28  00 

47 

50 

Arthurf     .     .     . 

"             "     25th41  00 

39  00 

37  00 

35  00 

33  00 

27  00 

29  80 

52 

55 

Lady  Franklin    . 

2d34  00 

32  00 

30  00 

29  00 

28  00 

24  00 

24  12 

43 

46 

Lewis    .... 

Salem,       Oct.    lOth'37  00 

33  00   30  00 

27  00 

26  00 

25  00 

28  00 

34 

37 

Sartelle      .     .     . 

N.  York,       "      23d  39  00 

28  00  l29  00 

28  00 

27  00 

24  00 

26  55 

43 

46 

Le  Cocq     .     .     . 

Boston,         "        2d'35  00 

35  00  i34  00 

33  00 

31  00 

29  00 

30  00 

44 

47 

Edwinl     .     .     . 

«     llth32  00 

28  00   27  00 

26  00 

24  00 

22  00 

25  00 

41 

44 

Coquimbo       .     . 

"     28th!38  00 

35  00 

33  00 

32  00 

30  00 

27  00 

28  34 

42 

45 

Lucy  Elizabeth^" 

"     12th  26  00 

24  00 

25  00 

26  00 

24  00 

22  00 

25  00 

38 

41 

Loo  Choo  .     .     . 

"          Nov.     2d  35  30 

35  00 

35  00 

33  00 

30  00 

27  00 

30  00 

84-) 

37 

Juniata^"    .     .     . 

Baltimore,    "      23d'30  00 

27  00  '27  30 

27  30 

27  30 

27  30 

28  00 

28  I 

80 

Europe  .... 

N.  York,       "     25th:37  00 

30  00  128  00 

26  00 

25  30 

25  30 

26  22 

32  j 

85 

Cygnet       .     .     . 

Boston,         "        3d'39  00 

36  00 

31  00 

30  00 

28  00 

26  00 

30  00 

88 

41 

North  Carolinaf 

N.  York,      "     25thi41  00 

39  00 

29  00 

29  00 

29  00 

28  00 

29  03 

37 

40 

Suwarrow       .     . 

"     25th  39  00 

35  00 

34  00 

32  00 

28  00 

28  00 

29  20 

46 

49 

John  Stuart^.     . 

"          Dec.     9th[29  20 

33  20 

34  50 

34  00 

31  00 

29  30 

31  40 

35 

88 

Aldebaran"!"    .     . 

Boston,         "     25th'39  00 

36  00 

36  00 

32  00 

29  00 

26  00 

28  00 

87 

40 

Seargo  .... 

N.  York,      "     14th!36  00 

33  00 

31  00 

29  00 

28  00 

26  00 

29  31 

33 

88 

Ludwig      .     .     . 

"             "     31st'39  00 

33  00 

32  00 

31  00 

30  00 

26  00 

25  19 

85 

38 

Retrieverl"     .    . 

St.  .Tohns,     "       8th'31  00 

28  00   25  00 

23  00 

28  00 

22  00 

20  02 

50 

54 

J.  Maxwell     .     . 

C.  Henry,     "        2d  41  00 

34  00  l30  00 

29  00 

28  00 

27  00 

28  33 

33 

36 

f  Started  on  the  new  route,  but  abandoned  it. 


f  Old  route. 


470  THE  WIND  AND  CUBKENT  CHAETS. 

Now  and  then,  I  hear  of  a  mariner  who  "  does  not  believe  in  the  new  route."  I  hope  all  who  are 
skeptical  will  examine  the  foregoing  tables  attentively.  The  crossings  by  the  new  route,  afford  an  example 
for  every  day  in  the  year,  and  of  all  the  365  vessels  there  recorded,  but  four,  have  fallen  to  leeward  of 
Cape  St.  Eoque,  and  in  consequence  thereof,  their  passage  from  the  U.  States  to  the  fair  way  of  St.  Koque, 
was  prolonged  only  three  days  on  the  average,  and  their  mean  place  of  crossing  the  equator  was  in  long. 
36°.  Notwithstanding  this,  the  average  passage  of  the  four,  from  the  U.  States  to  the  parallel  of  St. 
Eoque,  was  one  week  less  than  the  average  to  the  same  parallel  by  the  old  route. 

The  table  of  crossings  by  the  old  and  middle  routes,  gives  the  passages  of  ninety  odd  vessels.  The 
masters  of  these  evidently  did  not  have  faith  enough  in  the  Charts,  to  justify  them  in  their  opinion  in 
sticking  to  the  Sailing  Directions ;  some  disregarded  them  altogether;  some  attempted  to  "  split  the  differ- 
ence," and  take  a  middle  course  between  the  old  and  the  new  routes ;  but  the  table  shows  how  dearly  they 
paid  for  their  doubts— their  passages  on  the  average  are  only  eight  days— 25  per  cent.— longer  than  the 
average  from  the  U.  States  by  the  new  route  ;  the  difference  being  as  31  to  39. 

Now,  if  we  take  the  mean  of  the  best  six  passages,  for  each  month  by  the  new  route,  we  shall  have 
the  elements  for  a  mean  monthly  average,  derived  from  72  vessels,  which  gives  24  days  to  the  line  ;  the 
mean  crossing  place  being  on  the  meridian  of  30°  50',  or  about  80'  west  of  the  average  of  the  whole  365. 
The  shortest  monthly  runs  being  from  November  to  April  inclusive,  and  varying,  for  these  months,  from 
20  to  22  days.  The  longest  are  from  June  to  October  inclusive ;  they  vary  from  25  to  31  days.  Long. 
32°  13'  is  the  most  westerly  crossing  of  these  monthly  means — being  the  mean  place  of  crossing  of  the 
best  six  in  December. 

Lieut.  Kennedy,  commanding  the  U.  S.  storeship  Supply,  on  her  recent  voyage  to  Eio,  mentions  a 
striking  instance  of  the  advantage  of  sticking  to  the  Charts,  and  conforming  to  the  Sailing  Directions.  He 
crossed  in  the  month  of  February,  34  days  out,  in  long.  33°  W.  He  was  pinched,  and  made  the  land  7 
miles  to  leeward  of  Cape  St.  Eoque.  He  stood  boldly  on ;  took  advantage  of  a  slant,  as  recommended,  and 
got  by  without  any  difficulty.  The  barque  Polka,  however,  which  was  in  company,  stood  off  to  the  north- 
ward and  eastward  in  order  to  get  an  offing,  and  pass  to  windward  of  the  Island  of  Fernando  de  Noronha. 
This  brig,  though  a  better  sailer  than  the  Supply,  did  not  arrive  until  several  days  after  the  Supply.* 


*  Extracts  from  Log  of  the  United  States  storeship  Supply,  Lieutenant  C.  H.  Kennedy,  commanding. 

January  C,  1850  (lat.  39°  N. ;  long.  C3°  W.)  ;  at  10  A.  M.,  a  whirlwind  passed  between  our  fore  and  mainmasts,  doing  no  damage. 
At  the  same  time,  two  others  were  observed,  one  on  the  port-beam,  the  other  on  the  starboard  quarter.  Their  formation  was  very 
sudden,  giving  no  warning  whatever  of  their  approach ;  nor  was  the  force  or  direction  of  the  wind,  which,  at  the  time,  was  blowing  fresh, 
in  the  least  affected;  the  diameter  of  the  one  which  passed  between  our  masts  was  about  ten  feet,  with  a  rotary  velocity  of  about  one 
hundred  miles  per  hour,  and  a  progressive  velocity  of  about  sixty  or  seventy  miles  per  hour.  The  one  on  the  port-beam  was  much  larger, 
carrying  with  it  large  quantities  of  water,  and  moving  with  a  higher  velocity. 

February  6,  1850  (lat.  1°  40'  N. ;  long.  32°  W.) ;  at  8  hours  30  min.,  a  large  and  heavy  whirlwind  passed  across  our  bow,  about 
two  hundred  yards  distant,  with  a  very  high  velocity,  and  carrying  with  it  large  quantities  of  water. 

The  ship  did  not  sail  well  during  the  first  part  of  the  passage,  having  been  stored  out  of  trim,  and  griping  to  such  a  degree  that  all 
the  sails  on  her  mizzenmast  were  useless.  I  could  not  make  any  change  in  her  trim  by  shifting  weight  from  one  extreme  (a  bad  way  at 
best),  as  every  crack  and  crevice  was  crammed  with  stores,  haggngp,  &c 


MISTAKES   IN  THE   ROUTE  TO  KID,   ETC.  471 

The  chief  point  of  information  as  to  the  new  route,  appears  now  to  be  in  the  practical  answer  to  this 
question :  "Which  is  the  best  way  of  crossing  the  "  equatorial  calms  ?"  The  region  most  liable  to  these 
calms  is,  as  I  have  before  explained,  wedge-shaped,  with  the  point  of  the  wedge  directed  towards  South 
America. 

The  winds  in  these  calm  regions  are  often  from  the  southward  and  westward ;  indeed,  as  you  ap- 
proach the  coast  of  Africa  in  summer  and  fall,  these  southwardly  winds  assume  the  character  of  a  regular 
monsoon. 

The  place  of  these  calms  varies,  too.  It  is  sometimes  at  the  equator  ;  sometimes  in  5°,  10°,  or  even 
in  15°  north,  according  to  the  season  of  the  year. 

And  the  answer  to  the  question,  "How  to  cross  them?"  is  this.  Unless  you  are  fearful  of  falling  to 
leeward,  or  you  are  already  too  far  to  leeward,  and  want  to  make  easting  in  the  southwardly  winds  of  the 
doldrums,  do  your  best  to  make  southing,  for  by  that  course  you  will  clear  them  soonest.  By  that  course 
you  run  directly  across  them  ;  by  an  east  or  west  course,  you  run  along  with  them. 

It  appears,  however,  by  these  tables,  that  the  average  passages  to  the  equator,  by  the  new  route,  have 
been  greatly  reduced. 

Moreover,  by  comparing  the  new  route  crossings  with  the  "  middle  route,"  as  the  tracks  made  by 
tlaose  navigators  who  attempt  to  "  split  the  difference"  between  the  old  route  and  the  new  are  called,  we 
shall  see  how  much  they  lose :  they  lose  on  the  average,  during  a  portion  of  the  year,  a  week  or  more,  and 
several  days  at  any  season. 

It  will  not  escape  the  notice  of  men  who  study  these  tables  as  carefully  as  they  ought  to  be  studied. 


The  first  part  of  the  passage  was  rough,  and  the  southwesterly  winds  drove  me  far  out  of  my  track.  I  was  at  one  time  apprehensive 
of  being  forced  in  sight  of  the  Cape  de  Verde  Islands. 

When  the  trade-winds  north  of  the  equator  began  to  fail  me,  the  weather  became  squally,  and  the  wind  light ;  though,  in  general, 
the  squalls  were  of  rain  only. 

On  the  6th  of  February,  however,  we  had  some  wind  in  them,  and  a  violent  whirlwind  passed  ahead  of  the  ship  about  two  hundred 
yards.     It  would  have  passed  over  the  ship,  had  it  not  been  met  and  driven  ahead  of  a  squall. 

I  was  forced  across  the  line  in  long.  32°  50'  on  the  7th  of  February.  To  avoid  being  back-strapped,  I  stood  to  the  east  for  twelve 
hours  between  the  8th  and  9th,  and  twenty-one  and  a  half  hours  between  the  lOth  and  11th;  but  I  am  now  inclined  to  believe  that  I 
might  have  fetched  past  St.  Koque  by  standing  on.  On  the  11th,  stood  in  for  the  land,  and  made  it  on  the  12th  at  2  P.  M.  At  3  hours 
30  min.,  tacked  ship  in  a  half  twelve;  shells  and  gray  sand  mixed  with  coral,  which  was  the  general  character  of  the  soundings  every 
time  we  got  bottom.  Stood  off  shore;  4  hours  45  min.,  tacked  and  laid  up  along  the  land,  which  was  again  made  on  the  13th  ;  stood  in 
to  ten  fathoms,  and  tacked  at  2  hours  30  min.  P.  .M.  Cape  Branco  bearing,  per  compass,  S.  by  W.  J  W.,  distant  about  thirty  miles,  and 
the  land  abeam,  distant  about  eight  miles.  At  9  P.  M.,  tacked  again  and  laid  well  up  along  the  land,  which  we  did  not  again  see  till  we 
made  Cape  Frio.  The  wind  fanned  us  on  both  tacks,  and  when  we  "  went  about"  the  last  time,  wc  made  a  S.  by  E.  compass  course. 
Thus  we  cleared  the  land  in  two  off  shore  tacks,  each  of  5  hours  30  min.,  the  current  sweeping  along  or  onshore.  The  distance  run  per 
log  is  six  thousand  five  hundred  and  sixty-three  miles.  No  vessel  that  sailed  in  January  has  yet  arrived.  We  spoke  the  Green  Point 
between  1°  and  2°  N.,  and  30°  54''  W.,  bound  to  Rio;  she  had  sailed  two  days  before  us  (January  1)  from  New  York.  We  also  saw  the 
barque  Polka  standing  in  for  the  land  on  the  afternoon  of  the  10th  of  February.  We  were  on  the  opposite  tack,  having  gone  about 
to  avoid  the  bight  to  the  westward  of  St.  Roque. 

I  have  endeavored  to  obtain  accurate  information  of  the  passages  made  in  December,  but  the  Register  is  so  loosely  kept  that  I  can 
learn  nothing  more  than  the  number  of  days  of  the  voyage,  not  even  the  time  of  sailing  or  arrival,  or  the  meridian  on  which  they  crossed 
tlio  cquntoi-. 


472  THE  WIND  AND  CURRKNT  CHARTS. 

that  from  May  to  November,  inclusive,  vessels  that  go  the  new  route  cross  the  parallel  of  5°  N.  farther  to 
the  eastward,  on  the  average,  than  they  do  the  equator.  The  cause  of  this  is  obvious :  it  is  owing  to  the 
monsoons  of  the  doldrums.  Hence,  we  deduce  a  rule  which  will  apply  to  all  months,  and  it  is  this : 
When  you  cross  the  parallel  of  10°  N.  in  30°,  or  31°,  or  32°  W.,  and  can  make  a  south  course  good,  don't 
care  to  go  any  farther  east.  Of  course,  if  you  meet  these  southwest  monsoons,  as  in  the  summer  and  fall 
you  will  sometimes  do,  even  as  far  west  as  32°,  you  will  in  that  case  be  compelled  to  obey  the  winds,  and 
make  easting;  but  when  you  are  east  of  30°,  always  prefer  the  tack  that  will  give  you  most  southing, 
because  it  will  put  you  across  the  doldrums  soonest;  and  if  it  bring  you  across  no  farther  west  than  31°, 
or  even  32°,  you  may  consider  yourself  in  a  good  position,  and  clear  of  a  region  of  light  airs  and  baffling 
winds. 

The  average  passage  for  the  year  by  the  "middle"  route  is  39  days;  by  the  old,  it  is  41;  by  the 
new,  31. 

It  is  hoped  that  this  exhibit  will  serve  to  convince  the  skeptical  that  these  Charts  are  what- they 
purport  to  be:  i.  e.  the  result  of  the  experience  of  all  the  navigators,  whose  logs  I  could  lay  hand  on  for 
comparison,  and  that  they  are  not  based  on  any  theory  of  any  body. 

Some  vessels  are  put  down  on  the  middle  route,  which  did  not  intend  to  take  it.  They  were  forced 
farther  to  the  eastward,  before  crossing  the  horse  latitudes,  than  they  intended  to  go.  They  did  the  best 
they  could ;  and  might  have  been  classed  under  the  new  route ;  for  when  winds  are  ahead,  the  "  new  route" 
expects  the  navigator  to  do  the  best  he  can,  for  head  winds  will  now  and  then  drive  him  broad  off  the 
track. 

If  the  few  passages  that  come  under  this  category  had  been  so  classed,  the  contrast  in  favor  of  the  new 
roate  would  have  been  still  more  striking  than  it  is. 

There  is  a  remarkable  conformity  between  the  average  track  by  the  crossing  tables  and  the  computed 
route,  or  what  may,  in  some  sort,  be  called  the  theoretical  route;  inasmuch  as  it  was  predicated  on  the  Pilot 
Charts,  and  is  the  deduction  entirely  of  figures  and  calculation. 

Thus,  the  average  crossings  of  the  six  vessels  that  made  the  best  passages  in  February,  were  in  reality — 

Latitudes:  30°,  25°,  20°,  15°,  10°,  5°,  in  longitude  44°  16';  40°  53';  38°  37';  36°  14';  34°;  31°  12'; 
30°  8'  W,     By  table:  45°  40';  37°  45';  35°  35';  33°  28';  31°  23';  31°  23'  W. 

It  appears  from  this,  that  the  best  average  route  which,  according  to  the  Pilot  Charts,  a  vessel  should 
take  to  reach  the  equator  in  February,  deviates  from  the  mean  of  the  six  best  tracks  that  have  been 
actually  made,  nowhere  more  than  seventy-five  miles. 

Thus,  we  find  that  the  routes  of  the  tables  have  stood  every  test.  The  time  it  would  take  to  make 
the  passage  by  them  was  computed  beforehand,  entered  in  the  tables,  and  recommended  to  navigators  for 
adoption.     Ships  try  the  route,  and  find  the  time  correct. 

The  distance  to  be  sailed  through  the  water,  taking  into  the  account  the  detour  which  a  vessel  under 
canvas  must  make  on  account  of  head  winds,  was  calculated.  Trial  proves  the  tables  surprisingly  correct 
here,  too,  for  navigators  have  kept  their  run  by  the  log,  summed  it  up  at  the  equator,  turned  to  the 


MISTAKES  IN  THE  ROUTE  TO  BIO,  ETC.  478 

computed  distance  to  be  sailed  by  the  new  route  for  that  month,  in  the  tables,  and  found  the  two  agreeing, 
in  some  cases,  within  ten  miles  of  each  other,  and  seldom  differing  in  any  over  a  hundred.  In  a  voyage  of 
four  thousand  or  five  thousand  miles,  a  steamer  could  not  run  closer  to  the  actual  distance  than  this. 

But  of  all  the  tests  to  which  these  calculated  routes  were  to  be  subjected,  perhaps  the  severest  one  was 
that  which  related  to  the  track  which  the  vessel  should  make  through  the  water — the  path  she  was  to 
follow  over  the  ocean,  in  order  to  make  these  quick  runs. 

The  winds  had  been  tabulated,  the  currents  had  been  considered,  and,  taking  into  account  these  fickle 
and  very  subtile  elements,  with  such  arguments  as  might  be  legitimately  drawn  from  the  doctrine  of  chances, 
the  actual  course  which  a  vessel  under  all  these  influences  would  make  from  day  to  day  on  her  destination 
\yas,  like  the  path  of  a  comet  through  the  skies,  made  the  subject  of  calculation,  determined  and  announced. 
.  Now,  when  we  come  to  compare  the  mean  track,  for  any  month,  of  the  vessels  that  have  best 
fulfilled  the  requirements  of  the  new  route  with  the  track  of  the  tables,  we  find  the  two  tracks  identical. 
These  tracks  are  quite  as  close  together,  as  would  be  the  tracks  of  the  individual  vessels  of  a  fleet 
attempting  a  voyage  of  such  a  length  in  company. 

Practical  illustrations  of  this  are  frequently  afforded,  especially  by  smart  ships,  ably  commanded  and 
well  navigated.  The  morning  mail  brings  a  striking  case  of  this  in  the  abstract  log  of  the  clipper  ship 
Sword  Fish  (H.  N.  Osgood),  just  returned  from  aVoyage  of  circumnavigation,  which  she  has  accomplished, 
including  35  days  in  port,  in  ten  months  and  ten  days.  In  this  time  she  logged  39,977  miles,  and  averaged 
153  miles  per  day. 

She  sailed  from  New  York,  bound  to  California,  April  3,  1854,  and  the  following  remarks  are  entered 
in  her  abstract  log,  for  the  22d  of  that  month.  "  Fine  weather ;  at  meridian  I  am  on  the  equator,  after  a 
passage  of  18  days  and  15  hours  from  Sandy  Hook ;  and  believed  to  have  followed  Maury's  track  for  this 
month,  and  am  satisfied  of  its  correctness.    Distance  logged  to  line,  4,002  miles." 

Maury's  computed  distance  for  April,  4,051  miles,  and  for  this  part  of  the  voyage  she  averaged  8.95 
knots  the  hour.  Thus,  these  Charts  are  bringing  out  the  fact  that  there  are,  upon  the  broad  ocean,  great 
highways  or  turnpikes,  if  you  please,  almost  as  clearly  marked  out  by  the  winds  and  the  currents,  as  are 
the  common  highways  of  the  earth  by  marks  upon  the  land. 

I  have  frequently  recommended  vessels  that  happen,  as  now  and  then  they  will,  in  attempting  the  new 
route,  to  find  themselves  too  far  to  the  westward  as  they  approach  the  doldrums,  not  to  tack  and  stand  back 
to.  the  northward,  but  rather  to  stand  on  and  take  advantage  of  all  the  chances  that  will  be  offered,  espe- 
cially in  summer  and  autumn,  on  two  occasions ;  the  first  is  when  they  enter  the  belt  of  southwardly 
monsoons  in  the  doldrum  region ;  the  other  is  when  they  get  the  S.  E.  trades ;  for  in  each  of  these  two 
regions  the  wind  is  often  so  well  to  the  southward  as  to  admit  of  an  east  course.  That  it  is  so  in  the  latter, 
has  been  illustrated  in  the  course  of  this  work  by  numerous  examples ;  and  at  last  I  am  enabled  to  quote 
an  actual  experiment  made  in  illustration  of  the  former  by  the  barque  Edna  (J.  L.  Groton),  from  Pensacola 
to  Eio  last  August.  Her  master,  however,  has  returned  a  yery  imperfect  abstract  log,  and  which  he  thinks 
can  be  of  no  possible  use.  He  promises  to  do  better  next  time,  it  is  true,  but  he  should  have  recollected 
60 


474  THE  WIND  AND  CUEBENT  CHABT3. 

his  promise,  and  done  his  best  from  the  beginning.  His  case  is  not  an  uncommon  one,  and,  therefore,  I 
take  this  occasion  to  say  to  all  such,  do  your  best  every  voyage,  keep  the  log  according  to  the  form  for 
every  day  you  are  at  sea,  send  it  to  me  if  you  please,  and  allow  me  to  be  the  judge  as  to  its  value ;  perhaps 
I  may  find  very  precious  gems  in  it,  as  in  this  instance,  where  the  navigator  himself  little  dreams  there  is 
anything  of  special  value. 

The  Edna  appears  to  be  a  dull  sailer.  Coming  out  of  the  Gulf  of  Mexico,  she  fell  to  the  westward  of 
the  August  track,  crossing  18°  N.  in  long.  40°  41',  instead  of  long.  30°  as  per  the  new  route.  She  had  the 
wind  at  east,  and  stood  on  boldly  to  the  southward  for  the  monsoons,  resolved  to  take  her  chance  of  making 
easting  in  that  belt.  She  reached  the  parallel  of  8°  N.  in  41°  W.,  and  thought  her  chances  better,  for  the 
wind  was  still  at  east.  But  if  the  worst  should  come  to  the  worst,  she  could  but  go  about,  tack,  stand  to 
the  northward,  and  beat.  She,  therefore,  stood  on,  and  accordingly  the  next  day,  in  lat.  7°  00',  long.  40°, 
she  got  the  monsoons  from  south,  and  ran  east  with  them  along  that  parallel  for  a  week,  when  she  found 
herself  in  long.  25°.  Now,  she  had  overshot  the  mark,  for  these  monsoons  being,  for  most  of  the  time,  at 
S.  S.  W.,  again  placed  her  to  leeward,  but  on  the  opposite  side  of  her  proper  track.  She  had  now  to  put 
about,  beat,  and  go  back  to  the  meridian  of  29°  before  she  got  far  enough  south  to  clear  these  monsoons. 
Her  mistake  was  in  not  edging  more  to  the  south  when  she  was  standing  to  the  eastward  in  the  monsoon 
belt. 

In  reviewing  the  Eio  routes,  which  include  the  routes  of  all  vessels  bound  from  the  North  into  or 
through  the  South  Atlantic  Ocean,  and  comparing  them,  as  they  are  recorded  in  this  work,  with  the  routes 
as  they  formerly  were,  we  find  the  gain,  on  the  average,  by  the  new  route  over  the  old,  to  be  for 
January,       2.7  days.  May,  8.5  days.  September,     5.6  days. 

February,     7.9  June,         7.6  October,         6.4 

March,        15.1  July,        15.0  November,  13.3 

April,  7.6  August,     9.2  December,    13.0 

The  passage  to  the  line  by  the  old  route  the  year  round  was  forty-one  days.  By  the  new  route, 
notwithstanding  the  bad  running  in  September,  it  is  thirty-one  days. 

A  saving  of  twenty-five  per  cent,  in  time,  for  all  the  men  and  the  commerce  that  pass  that  way,  is 
certainly  an  achievement,  which  those  who  have  co-operated,  and  worked  together  to  bring  about,  may 
well  contemplate  with  pleasure  and  satisfaction.  And  who  are  they  ?  Sailor-men,  all ;  the  navigator,  who 
has  assisted  in  the  collection  of  materials  at  sea,  and  the  brother  officer,  who  has  so  faithfully  and  patiently 
helped  to  discuss  them  here. ' 


FROM   EUROPE  TO   THE   LINK.  4.75 


r 


FROM  EUROPE  TO  THE  LINE. 


Since  the  publication  of  the  sixth  edition  of  the  work,  and  the  impulse  which  the  Brussels  Conference 
has  given  to  the  objects  of  it,  I  have  received  abstract  logs  enough  to  justify  a  preliminary  discussion  of 
the  route  from  England  and  Europe  in  the  Atlantic  generally,  to  the  line.  The  results  of  this  investigation 
surprised  me,  and  I  am  encouraged  by  them  to  think  that  that  route,  as  beaten  as  it  is,  and  notwithstanding 
it  has  been  the  great  highway  to  India  and  the  South  Seas  ever  since  the  passages  around  the  Cape  of  Good 
Hope  and  the  Straits  of  Magellan  were  discovered,  may  be  even  now  materially  altered  for  the  better.  I 
think  that  this  system  of  research  will  enable  us  to  lay  out  tracks  and  project  routes  by  which  the  passage 
from  Europe  to  the  line  may  be  shortened  several  days,  perhaps  a  week  or  more.  Now  this  part  of  the 
route  is  common  to  all  vessels  bound  from  Europe  into  the  other  hemisphere,  whether  their  destination 
be  South  America,  Australia,  or  California,  India,  Cliina,  or  the  South  Sea  ports,  the  road  for  all  is  the 
same,  as  far,  at  least,  as  the  equator ;  and  even  beyond,  for  this  road  is  common  also  as  far  as  the  parallel 
of  Cape  St.  Roque,  indeed  I  might  say  as  fur  as  the  polar  edge  of  the  S.  E.  trades.  Now,  considering  the 
number  of  vessels  that  travel  this  common  part  of  this  grand  highway,  the  merchandise  they  carry,  the 
business  they  do,  it  will  be  at  once  perceived  that  if  we  can  shorten  the  voyage  along  it,  even  by  the 
saving  of  a  single  day,  we  shall  effect  an  achievement  of  some  consequence  to  the  business  of  the  world. 
If  an  engineer  of  some  highway  on  the  land,  over  which  as  much  merchandise,  property,  and  life  are  con- 
tinually passing,  should,  by  the  display  of  any  skill,  device  or  artifice  whatever,  discover  some  short  cut, 
which  required  no  outlay  to  open  or  put  in  order,  that  would  save  the  time  and  expense  of  even  one  hour's 
transportation;  and  if,  further,  he  should  secure  the  right  to  the  discovery,  with  license  to  rig  up  a  toll-gate, 
that  all  who  use  this  new  way  should  be  reasonably  taxed,  people  would  willingly  pay,  and  his  revenue 
would  be  princely.  But  happily  there  are  no  toll-gates  upon  the  high  seas,  and  so  far  from  taxing  those 
whom  we  invite  along  this  road,  we  offer  them  guides,  charts,  and  sailing  directions,  without  price. 

Notwithstanding  all  the  light  which  abstract  logs  and  pilot  charts  and  philosophical  disquisitions  have 
of  late  years  thrown  upon  the  subject  of  the  winds  in  the  North  Atlantic,  I  find  by  this  preliminary  exami- 
nation that  the  route  from  Europe  to  the  line  is  at  this  day  substantially  that  along  which  the  early  navi- 
gators and  the  Buccaneers  groped  their  way  to  the  South  Seas.  The  following  tables  exhibit  this  route. 
They  have  been  arranged  by  Lieuts.  Minor  and  Muse  from  log-books  taken  at  random. 


476 


THE  WIND  AND  CURRENT  CHARTS. 


Crossings  from  Europe  to  the  Parallel  of  St.  Boque. 

DATS 
FROM 

LONGITUDE 

or  CROSSING  PARALLELS  OF — 

CROSSED  EQUATOR. 

PASSED 

ST. 

NAME  OF  VESSEL. 

SAILED  FROM. 

EUROPE 

BOQUE. 

TO 

30°  N. 

30°  N. 

25°  N. 

20°  N. 

15°  N. 

10°  N. 

5°N. 

Long.  W. 

Days. 

Days. 

January. 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W. 

Lotus  .... 

Gibraltar,  23d 

5 

19°00' 

20°00' 

21°00' 

21°00' 

20°00'  19°00' 

18°00' 

28 

33 

S.  Brewer     .     . 

Lisbon,     28th,     4 

17   00 

20   00 

22   00 

25  00 

24  00  l23  00 

23  00 

19 

22 

Sachem    .     .     . 

Gibraltar,    lst|     7 

15  00 

18  00 

21  00 

22  00 

22  00   23  00 

26  00 

28 

32 

Duane      .     .     . 

Liverp'l,  27th'  12 

18  00 

19  00 

20  00 

22  00 

24  00   23  00 

23  00 

34 

38 

Northumberland 

England,     1st    17 

17  00 

21  00 

23  00 

24  00 

22  00 

19   00 

22  00 

61 

65 

Eestitutiou    .     . 

Gibraltar,  4th      6 

16  00 

22  00 

21  00 

20  00 

20  00 

19  00 

21  00 

30 

35 

Nueva  Granadia 

Cadiz,       28th 

6 

16  00 

20  00 

24  00 

25  00    26  00 

26  00 

27  00 

28 

32 

Coronation  .     . 

Liverpool,  1st 

54 

57 

Means  .     .     . 

8.1 

17.0 

20.0 

21.7 

22.7 

22.7 

22.0 

22.8 

40.2 

44.8 

February. 

Carroll     .     .     . 

Cadiz,          3d 

7 

17  00 

19  00 

24  00 

25  00  l25  00  l23  00 

25  00 

25 

28 

Roman     .     .     . 

London,     22d    10 

19  00 

21  00 

24  00 

26  00 

27  00  126  00 

25  00 

22 

25 

Minerva  .     .     . 

Lisbon,     28th     4 

19  00 

18  00 

18  00 

19  00 

19  00  18  00 

22  00 

23 

27 

Pilgrim    .     .     . 

England,  10th 

11 

24  00 

24  00 

26  00 

26  00 

23  00   20  00 

20  00 

44 

49 

Emu    .... 

26th 

10 

21  00 

23  00 

24  00 

25  00 

24  00   22  00 

21  00 

33 

38 

Clarendon     .     . 

"        25th 

10 

20  00 

22  00 

24  00 

26  00 

24  00  ,21  00 

22  00 

30 

34 

Means  .     .     . 

8.6 

20.0 

21.1 

23.3 

24.5 

23.6 

21.6 

22.5 

29.5 

33.5 

March. 

Lowther  Castle 

England,      2d 

32 

18  00 

21  00 

23  00 

25  00 

23  00  ;22  00 

22  00 

66 

69 

S.  Brewer     .     . 

Lisbon,     10th 

5 

17  00 

20  00 

24  00 

25  00   25  00   24  00  '26  00 

20 

23 

T.  Campbell      . 

Scotland,  12th 

12 

19  00 

22  00 

25  00 

25  00  124  00  '20  00   24  00 

40 

43 

Scotia  .... 

London,    24th 

6 

17  00 

19  00 

20  00 

20  00    18  00  ji6  00   13  00 

35 

38     , 

Means  .     .     . 

13.7 

17.7 

20.5 

23.0 

23.7 

22.5 

20.5 

21.2 

40.2 

43.2 

ApriIj. 

Tartar      .     .     . 

Liverpool,  4th 

7 

21  00 

21  00 

23  00 

22  00  !22  00  l23  00  \zi  00 

21 

24 

Logan       .     .     . 

Gibraltar,  19th 

6 

14  00 

17  00 

20  00 

22  00  '20  00   20  00   23  00 

30 

33 

Earl  of  Clare     . 

London,       Ist 

12 

18  00 

21  00 

26  00 

26  00   26  00  i22  00  ^22  00 

36 

40 

Seringapatatn    . 

Liverp'l,    30th 

10 

19  00 

19  00 

20  00 

20  00  120  00   20  00  |22  00 

31 

36 

Leoutine  .     .     . 

Bremen,     7th 

12 

18  00 

20  00 

24  00 

25  00  J25  00  '23  00 

24  00 

39 

42 

T.  Campbell      . 

[London,    30th 

14 

19  00 

20  00 

20  00 

19  00   20  00   20  00 

25  00 

34 

37 

Means  .     .     . 

10.1  18.1 

1 

19.6 

22.1 

22.3      22.1 

21.3 

24.5 

31.8 

35.3 

FROM  EUROPE  TO  THE  LINE, 


477 


Crossings  from  Europe  to  the  Parallel  of  St.  Roque — Continued, 


SAME  OF  VESSEL. 


SAILED  ritOM. 


Albert  Edward 

Palmyra  ,  , 

Niagara   ,  . 
M.  de  Somerulaa 

Italy    .     ,  , 

Siam    ,     .  . 

Navigator  , 

Sachem    .  , 

John  Bull  , 

Persia       .  , 

Red-Jacket  . 

Leontine  .  . 

Maine  Law  , 


May, 
Liverp'l, 

Cadiz, 

Gibraltar, 

Liverp'l, 


Means  . 


Gibraltar, 

Liverp'l, 

London, 

Liverp'l, 

Bremen, 

Liverp'l, 


24th 
31st 
20th 
12th 

23d 
14th 
28th 
18th 
loth 
10th 

4th 

16th 

3d 


DATS 

FKOM 

El'ROPt 

TO 

30°  N. 


16 


15 

17 

11 

4 

12 

7 

9 

11 


Albert  Edward 

Allipore  .     .  . 

William  Pitt  . 

Kensington  .  . 

Pedlar      ,     .  . 

Charles     .     .  . 

Iloratio    .     .  . 


Means 


10.3 


June. 

Liverp'l,  15thj  17 

London,    ISthj  11 

England,      3di  15 

Havre,        8th  j  17 

England,  20th!  13 

Liverp'l,     4th:  12 

2d,  15 


14.2  19.1 


LOSQITUDE  OF  CK0S8INO  PARALLELS  OF — 


CROSSED  EQCATOB. 


30°  N. 


Long.  W. 

23°00' 
22  00 

17  00 

18  00 
18  00 
20  00 

17  00 

13  00 

18  00 

18  00 

19  00 

14  00 
18  00 


18.1 


21  00 
20  00 

18  00 

22  00 
16  00 

19  00 
18  00 


Vernon  . 
Akbar  .  .  . 
Isabella  .  .  . 
Phoenix  .  .  . 
Two  Brothers  . 
Owen  Glendower 
Paulista  ... 
Miltiades  .  . 
Borneo     . 


July. 

Liverp'l,  26th 
20th 
17th 

Gibraltar,     2d 

18th  I 

27th' 

11th 

8th 


London, 
J  Havre, 
[Liverp'l, 

Gibraltar,  26th 


12 
9 

12 
5 
4 

11 
9 

14 
6 


22  00 
21  00 
19  00 
15  00 

17  00 

18  00 
21  00 
17  00 

19  00 


Means 


Aquetnet 

Lctitia 

Phfcnix    . 

Elizabeth 

Columbia 

Inca     .     . 

Restitution 

Means  . 


^1  18.8 


August. 

Liverp'l,  1st 
England,  14th 
5th; 
London,  12th| 
England,  27th 
London,  Istj 
Gibraltar,  10th! 


13 

9 
9 

17 
20 
12 


19  00 

20  00 
19  00 
19  00 

21  00 
17  00 
19  00 


12.1  il9,l 


25°  N. 


Long.  W. 
24°00' 

24  00 
20  00 

19  00 
23  00 
23  00 

20  00 

20  00 

22  00 

21  00 

23  00 

18  00 

19  00 


21.2 


25 
23 
19 
24 
19 
21 
21 


00 
00 
00 
00 
00 
00 
00 


20°  N. 


Long.  W. 

25°00' 
25  00 

22  00 

20  00 
25  00 

25  00 

23  00 

21  00 

23  00 

24  00 

26  00 
21  00 
21  00 


15°  N. 


10°  N. 


Long.  W.'Long.  W. 


23.1 


25  00 

26  00 

23  00 
26  00 
21  00 

24  00 
21  00 


21.7   23.7 


23  00 

23  00 

20  00 

21  00 

18  00 

24  00 

25  00 

19  00 


25  00 

25  00 
20  00 
23  00 

20  00 

26  00 

27  00 

21  00 


22  00  26  00 


21.6   23.6 


20  00 
23  00 

21  00 

21  00 

22  00 
21  00 
21  00 

21.2 


23  00 
25  00 

24  00 

24  00 
22  00 

25  00 
24  00 

23.8 


26°00' 
25  00 
25  00 
22  00 
25  00 

25  00 

26  00 

24  00 
26  00 

25  00 

26  00 
22  00 
22  00 


23°00' 

23  00 

24  00 
24  00 

22  00 
24  00 
27  00 

23  00 

24  00 

24  00 

25  00 
23  00 
23  00 


6°N. 


Long.  W. 


24.5   23.8 


25  00 

26  00 

25  00 

26  00 
22  00 
26  00 
21  00 


,22  00 

;26  00 

!23  00 

24  00 
23  00 

25  00 
20  00 


24.4 


23.2 


25  00 

23  00 

26  00 

24  00 

21  00 

21  00 

25  00 

24  00 

19  00 

20  00 

28  00 

26  00 

29  00 

27  00 

22  00 

21  00 

27  00 

26  00 

24.6   23.5 


24  00 
26  00 


Long.  W. 

22°00' 

22  00 

23  00 
21  00 

21  00 
19  00 

22  00 
19  00 
16  00 
19  00 

23  00 
22  00 
25  00 


24°00' 
!24  00 
l24  00 
;23  00 
:26  00 
26  00 
24  00 
j20  00 
i22  00 
i26  00 
!24  00 
'26  00 
'27  00 


21.0   24.8 


22  00 
26  00 
16  00 

23  00 
14  00 
21  00 
23  00 


20.5 


18  00 

17  00 

18  00 
21  00 

17  00 

18  00 
23  00 
18  00 
17  00 


18.5 


|24 
'25 


00 
00 


23  00 
;26  00 
25  00 

24.7 


25 

00 

20 

00 

24 

00 

23 

00 

24  00 

23 

00 

23,0 

16  00 
23  00 
13  00 
20  00 
15  00 
20  00 
18  00 

18.0 


27  00 
27  00 
19  00 
26  00 
18  00 
24  00 
26  00 


23.8 


24  00 
26  00 
24  00 
26  00 

20  00 
22  00 
28  00 

21  00 
19  00 


23.3 


Days. 


22  00 

27  00 
19  00 
21  00 
17  00 
27  00 
21  00 


20,6 


35 
27 
26 
35 
36 
38 
29 
23 
38 
34 
25 
31 
30 


31,3 


39 
30 

58 
34 
47 
31 
35 


39.1 


32 
27 
35 
33 
42 
33 
28 
42 
33 


84 


PASSED 

ST. 
BOQUE. 


Days. 


39 
30 
29 
49 
58 
31 
25 

37.3 


38 
30 
29 
38 
43 
41 
32 
26 
41 
37 
27 
34 


34.5 


42 
35 

62 
37 
50 
34 
38 


42.5 


36 
30 
39 
37 
47 
36 
30 
46 
36 


37.4 


42 
33 
32 
52 
62 
34 
28 

40.4 


478 


THE  WIND  AND  CURRENT  CHARTS. 


Crossings  from 

Europe 

to  ilie  Parallel  of  St.  Roque — Continued 

• 

DATS 
FROM 

LONQITCDE  OF  CEOSSINO  PARALLELS  OF — 

CROSSED  EOUATOE. 

PASSED 
ST. 

HAME  OF  VESSEL. 

SAILED  JEOM. 

EUEOPE 

TO 
30°  N. 

ROQUE. 

30°  N. 

25°  N. 

20°  N. 

15°  N. 

10°  N.       5°  N. 

Long.  W. 

Days. 

Days. 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W. 

September. 

Margaret      .     . 

Havre,        1st 

18 

18°00' 

21°00' 

23°00' 

25°00'  '23°00' 

16°00' 

19°00' 

42 

45 

Eestitution   .     . 

8th 

11 

19  00  ;21  00 

24  00 

25  00  !24  00 

21  00 

21  00 

32 

35 

Mariposa      .     . 

England,    5th 

12 

20  00  |22  00 

24  00 

26  00 

24  00 

17  00 

20  00 

86 

40 

Caroline  Read  . 

Liverp'l,   12th 

12 

20  00   23  00 

25  00 

26  00 

25  00 

21  00 

25  00 

38 

40 

Eobertina     .     . 

Glasgow,  11th 

16 

17  00 

20  00 

24  00 

26  00  |25  00 

19  00 

20  00 

47 

52 

Restitution   .     . 

Havre,          3d 

14 

19  00 

21  00 

24  00 

27  00   24  00 

21  00 

20  00 

38 

41 

Restitution   .     . 

England,  25th 

9 

17  00 

20  00 

22  00 

22  00   21  00 

21  00 

25  00 

25 

28 

Colcord    .     .     . 

London,    14th 

12 

18  00 

21  00 

23  00 

26  00 

26  00 

25  00 

24  00 

35 

88 

Means  .     .     . 

14.2 

18.5 

21.1 

23.6 

25.4  • 

24.0 

20.1 

21.7 

36.6 

39.9 

October. 

Coriolanus    .     . 

Liverp'l,  27th 

13 

24  00  '24  00 

25  00 

25  00   25  00 

24  00 

26  00 

34 

87 

Montevideo  .     . 

Cadiz,       2oth 

10 

16  00   22  00 

25  00 

26  00  !25  00 

24  00 

28  00 

27 

30 

Boston     .     .     . 

London,    11th    17 

28  00   32  00 

32  00 

30  00 

26  00 

22  00 

25  00 

39 

42 

Narraganset 

Liverp'l,     7th 

7 

22  00  !25  00 

26  00 

27  00 

24  00 

28  00 

24  00 

22 

25 

Albion     .     .     . 

24th 

16 

22  00 

24  00 

25  00 

25  00 

21  00 

21  00 

21  00 

87 

40 

M.  Forbes     .     . 

London,      7th 

18 

19  00 

22  00 

21  00 

22  00 

23  00 

21  00 

24  00 

45 

48 

Rosario    .     .     . 

Gibraltar,  10th 

9 

17  00 

21  00 

23  00 

25  00 

24  00 

24  00 

20  00 

32 

35 

Scotia       .     .     . 

London,      1st 

7 

18  00 

18  00 

19  00 

20  00 

21  00 

18  00 

16  00 

35 

38 

Commodore  .     . 

10th 

10 

18  00 

22  00 

24  00 

25  00   24  00 

24  00 

29  00 

29 

32 

T.  Arbutlinot    . 

England,    5th 

10 

18  00 

21  00 

20  00 

20  00   20  00 

21  00 

25  00 

83 

36 

Realm      .     .     . 

Cadiz,          9th 

4 

15  00  !21  00 

1 

24  00 

26  00 

26  00 

27  00 

29  00 

35 

38 

Means  .     .     . 

11.0 

19.7 

22.9 

24.0 

24.6 

23.5 

22.6 

24.3 

38.5 

86.5 

November. 

Belochee  .     .     . 

Liverp'l,   loth 

9 

18  00   23  00 

20  00 

20  00    19  00 

18  00 

17  00 

80 

33 

S.  Luman      .     . 

England,  29th 

16 

18  00  120  00 

21  00 

21  00    21  00 

20  00 

22  00 

34 

87 

Brooklyn      .     . 

Liverp'l,   12th 

14 

22  00  ^24  00 

26  00 

26  00  ^24  00 

21  00 

22  00 

88 

36 

Warsaw  .     .     . 

England,    6th 

17 

21  00 

24  00 

24  00 

26  00   24  00 

21  00 

23  00 

82 

35 

Earnestine    .     . 

Liverp'l,      1st   16 

18  00 

20  00 

24  00 

26  00 

24  00 

26  00 

27  00 

87 

41 

Means  .     .     . 

14.4 

19.4 

22.2 

23.0 

23.8 

22.4 

21.2 

22.2 

33.2 

36.4 

December. 

S.  Brewer     .     . 

Lisbon,      23d 

4 

18  00 

21  00 

24  00 

25  00 

25  00 

23  00 

27  00 

20 

24 

Eliza   .... 

England,  16th 

9 

19  00 

25  00 

25  00 

25  00   23  00 

21  00 

25  00 

82 

37 

Mary   .... 

Lisbon,      22d 

15 

16  00 

21  00 

23  00 

25  00 

22  00 

20  00 

18  00 

■  85 

41 

Scotia       .     .     . 

London,    80th 

10 

18  00 

18  00 

19  00 

19  00 

19  00 

15  00 

15  00 

35 

40 

Jenny  Pitts  .     . 

England,  14th   12 

18  00 

18  00 

23  00 

22  00   23  00   25  00 

27  00 

88 

36 

Leontine  .     .     . 

Lisbon,       7th      6 

16  00 

17  00 

20  00 

22  00    22  00  l22  00 

26  00 

25 

29 

Stornaway    .     . 

Liverp'l,   27th   10 

17  00  jl9  00 

20  00 

21  00    22  00   22  00 

28  00 

30 

33    . 

Geneva     .     .     . 

Havre,         1st   16 

19  00   20  00 

20  00 

20  00  |20  00  |20  00 

24  00  1 

51 

55 

Means  .     .     . 

10.2 

17.6 

19.9 

21.5 

22.4      22.0      21.0 

23.1 

32.8 

86.8 

16°  and  17° 

23 

17°  and  18° 

24 

18°  and  19° 

24 

19°  and  20° 

23 

20°  and  21° 

22 

21°  and  22° 

21 

22°  and  23° 

18 

FBOM  EUROPE  TO  THE  LIKE.  479 

Now  upon  an  analysis  of  these  tables,  we  find  what  the  Pilot  Charts  might  have  induced  us  to  expect, 
viz :  the  closer  in  shore,  the  longer  the  average  passage  to  the  line.  The  analysis  gives  the  average  time 
to  the  equator  from  the  several  crossings  of  lat.  30°,  as  follows  : 

East  of  16°     24  days  from  the  mean  of    6 

K     II      IC    II  J^ 

"   "    "   "  22 
II    II     II   II  ig 

II     II       II     II    Q 
II     II      II    II   '7 

II    II     u   II  a 

Thus,  as  the  place  of  crossing  the  parallel  of  30°  is  farther  and  farther  to  the  west,  so  is  the  average 
passage  thence  to  the  equator  diminished.  East  of  the  meridian  of  19°,  the  average  passage,  as  far  as  the 
data  of  these  tables  may  be  relied  on,  is  about  24  days.  To  the  west  of  19°,  the  ratio  of  decrease  as  to 
length  of  passage,  according  to  this  showing,  is  most  rapid. 

Now  the  winds  along  this  route  are  an  exact  counterpart  of  thone  that  are  found  in  the  Pacific,  on  the 
route  from  California  to  Peru,  Chili,  or  Cape  Horn :  for  the  deserts  of  Mexico  and  the  United  States  hold 
very  nearly  the  same  relation  to  the  N.  E.  trade-winds  of  the  Pacific,  that  the  deserts  of  Africa  do  to  those 
of  the  Atlantic ;  and  though  quick  runs  may  be  made  now  and  then,  both  along  the  west  American  and 
west  African  coast,  yet  in  the  long  run,  experience  in  the  Pacific  has  amply  proved  that  the  navigator 
saves  time  by  keeping  off  from  the  coast,  and  so  I  apprehend  it  will  be  here.  Indeed,  experience  in  the 
Atlantic  goes  directly  to  show  the  same  thing,  and  to  place  the  opinion  almost  out  of  the  category  of  con- 
jecture, for  this  is  the  very  point  upon  which  the  advantages  of  the  new  route  from  the  United  States  to 
the  line  are  based. 

The  passage  to  the  line  from  England  and  the  English  Channel  ought  not,  on  the  average,  to  be  as 
long  by  several  days  as  it  is  from  the  United  States.  In  the  first  place,  the  distance  from  the  Land's  End 
is  not  so  great  by  two  or  three  days'  sail ;  and,  in  the  next  place,  the  winds  are  fairer.  Vessels  bound  to  the 
line  from  any  of  the  Atlantic  ports  of  this  country,  have  to  sail  close  hauled  most  of  the  way,  but  from 
Europe  they  go  free. 

If  the  performance  of  the  ships  whose  abstract  logs  I  have,  and  which  furnish  the  data  for  these 
tables,  be  a  fair  specimen  of  what  ships  generally  do  on  this  route,  and  I  suppose  it  is  rather  above  than 
below,  it  would  appear  that  the  average  passage  the  year  round  to  the  line  from  England  and  the  English 
Channel  is  36  days;  the  months  giving  the  longest  averages,  such  as  they  are,  being  January  and  March 
47  days,  August  46,  and  June  39.  The  first  two  are  evidently  too  long,  their  averages  being  determined 
from  only  two  or  three  passages  each.  The  average  to  the  line  from  the  United  States  has  been  brought  down 
from  41  to  31  days ;  and  the  average  from  the  British  Isles  and  English  Channel  can  be,  I  am  encouraged 
to  believe,  reduced  to  less  than  the  American  average ;  and  the  observation,  to  be  contained  in  the  abstract 
logs  that  shall  be  kept  for  us  during  the  next  year  or  two  will,  probably,  enable  us  to  decide  this  question. 


480  THE  WIND  AND  CURRKNT  CHARTS. 

In  the  mean  time,  the  route  which  I  venture  to  recommend — not,  however,  without  some  misgivings  aris- 
ing from  the  want  of  more  ample  data — is  the  same,  very  nearly,  for  all  vessels  from  whatever  part  of  Europe. 

They  should  aim,  whenever  the  wind  will  allow  the  option,  to  cross  the  parallel  of  30°  N.,  between 
the  meridians  of  25°  and  30°  W.,  but  should  not  contend  with  adverse  winds  for  it ;  having  reached  this 
crossing,  their  course  thence  is  due  south  for  the  line,  between  the  same  meridians.  In  summer  and  fall, 
they  should  enter  the  southern  hemisphere  about  the  meridian  of  30°,  but  during  the  rest  of  the  year, 
they  will  generally  not  be  forced  so  far  over  to  the  west,  though  they  should  not  care  to  go  east  of  long.  25°. 

Vessels  from  as  far  north  as  the  English  Channel,  should  aim  to  cross  the  parallel  of  40°,  between  the 
meridians  of  20°  and  25° ;  and,  for  this  reason — besides  that  of  winds  a  little  more  propitious — viz :  In 
crossing  the  calms  of  Cancer,  the  navigator  wants  to  be  in  such  a  position,  that  he  may  always  be  able  to 
go  on  that  tack  which  will  carry  him  most  rapidly  across  this  belt  of  calms.  In  other  words,  he  wants  to 
be  in  that  position  where  it  is  immaterial  to  him  whether  he  be  making  easting  or  westing,  provided  he  be 
on  the  tack  which  will  give  him  the  most  southing.  For  this  i^ason,  he  should  aim  to  enter  the  calm 
belt  between  long.  25°  and  30°  W. 

The  average  crossing  place  of  30°,  at  present,  is  about  the  meridian  of  19°  "W. 

Navigators,  wishing  to  try  the  more  westerly  route,  are  referred  to  what  is  said  under  the  head  of  the 
route  to  Eio,  p.  324  et  seq.,  for  their  guidance  through  the  equatorial  doldrums  and  other  calm  belts,  at  the 
various  seasons  of  the  year. 

There  is  room,  also,  for  the  gain  of  a  day  or  two,  from  the  line  to  Europe  on  the  return  voyage.  On 
this  voyage,  vessels  aim  to  cross  the  equator  too  far  east,  where  they  are  so  very  liable  to  be  baffled  by 
calms  and  light  winds.  It  is  the  passage  over  again,  so  far  as  the  winds  are  concerned,  from  the  line  in  the 
Pacific  to  California. 

There  is,  especially  for  emigrant  ships  to  Australia,  another  recommendation  in  favor  of  what  may 
be  called  this  western  route  from  Europe;  this  recommendation  consists  in  better  weather,  and  more 
healthful  breezes,  especially  in  the  region  of  the  equatorial  doldrums,  where  the  weather,  even  in  January, 
is  so  singularly  sultry  and  oppressive.  The  account  given  of  it,  by  Com.  Sinclair,  p.  59,  is  graphic  and 
true.  I  have  the  abstract  log  of  an  emigrant  ship,  from  England  to  Australia  a  year  or  two  ago,  by 
which  it  appears  that  she  lost  in  these  doldrums  no  less  than  thirteen  of  her  passengers.  They  were 
healthy  until  the  vessel  reached  this  region,  and  they  were  again  healthy  for  the  rest  of  the  voyage  after 
crossing  it.  I  notice  an  entry  in  the  log,  made  a  day  or  two  after  getting  clear  of  this  almost  steaming 
heat,  this  damp  belt  of  perpetual  calms,  and  ceaseless  rains,  "sick  recovering  fast."  The  women  and 
children  were  the  principal  sufferers.  This  calm  belt  to  the  east  of  long.  25°,  may  be  considered  as  the 
burial  place  on  the  wayside  from  Europe  to  the  other  hemisphere.  To  the  west  of  this  meridian,  this  belt 
is  neither  as  broad  nor  as  difficult  to  pass ;  consequently,  both  time  and  health  invite  navigators  to  pass  it 
west  of  long.  25°.  The  Trade-Wind  Chart,  and  the  Pilot  Charts  together,  afford  all  the  information  that 
the  navigator  can  desire,  concerning  the  winds  and  the  calm  places  along  the  routes  between  the  meridians 
of  25°  and  30°  W.,  from  the  parallel  of  30°  north  to  the  equator.  My  logs  show,  that  vessels  which 
cross  the  equator  to  the  east  of  25°,  are  frequently  baffled  by  these  doldrums,  for  three  weeks  or  more  at  a 


OPTHE   PASSAGE   AROUND   CAPE   HOKN.  481 

time.  The  average  time  of  crossing  these,  is  from  a  week  or  ten  days,  to  the  east  of  25° ;  and  from  three  to 
four  west  of  that  meridian.  The  shape  of  the  belt  is  cuneiform,  with  its  base  towards  the  African  Coast. 
The  Trade-Wind  Chart  shows  the  navigator,  at  a  glance,  the  parallels  between  which  he  may  expect  to 
lose  the  northeast  trades,  and  enter  those  calms  every  month  in  the  year. 

Attention  to  that  Chart,  and  to  what  has  been  said  under  "EouTES  TO  Rio,"  p.  324,  about  the  calm 
belts,  the  trades,  and  crossing  the  line,  and  the  influence  of  the  African  Desert  upon  the  winds  at  sea,  will 
enable  intelligent  shipmasters  to  follow  this  route  from  Europe  without  farther  directions. 


OF  THE  PASSAGE  AROUND  CAPE  HORN. 

The  force  engaged  upon  the  Charts  at  the  Observatory  has  been  so  much  interrupted,  that  I  have  not 
yet  had  time  to  discuss  the  Cape  Horn  route,  according  to  the  method  used  for  discussing  the  best  routes  to 
the  line.  Pilot  Charts  from  50°  S.  to  62°  S.,  and  from  55°  W.  to  91°  W.,  on  a  scale  of  1°  lat.  2°  long., 
have  been  published,  to  aid  navigators  in  their  Cape  Horn  perplexities.  A  careful  study  of  these  Charts  is 
necessary  to  a  proper  knowledge  of  this  passage.  The  first  injunction,  therefore,  in  a  set  of  Sailing  Direc- 
tions for  doubling  Cape  Horn,  is  to  consult,  whenever  the 'winds  are  adverse,  the  Cape  Horn  Pilot  Charts. 

Vessels  bound  round  the  Cape  should  first,  however,  after  leaving  Cape  St.  Roque,  aim,  if  the  winds 
will  let  them,  to  cross  25°  S.  in  about  35°  W.  At  any  rate,  as  far  off  from  the  larid  as,  with  a  good  clean 
rapfuU,  they  can  without  going  to  the  east  of  33°  or  34°. 

After  passing  the  parallel  of  Cape  Frio,  they  should  make  the, best  of  their  way  south,  aiming  always 
to  pass  inside  of  the  Falkland  Islands,  and,  if  wind  and  daylight  serve,  through  the  Straits  of  Le  Maire. 

The  reason  for  this  recommendation  is  this:  After  crossing  the  parallel  of  Tierra  del  Fuego,  the  diffi- 
culty is  to  get  to  the  westward.  Therefore,  it  is  better  to  make  westing  on  this  side,  when  it  is  practicable, 
and  where  the  weather  is  mild,  than  to  put  it  off  for  the  stormy  latitudes,  where  it  is  rriore  difficult. 

Captain  Smyley,  who  has  been  engaged  for  many  years  in  the  seal  fishery  of  the  South  Seas,  has 
furnished  me  with- gome  remarks  and  sailing  directions  in  relation  to  this  part  of  the  ocean;  so  also 
have  Captain  Bryson,  and  others ;  navigators  may  find  these  remarks  useful ;  I  therefore  copy  them. 

From  Captain  Leslie  Bnjson,  of  Pie  Brig  Daniel,  to  Lieut.  M.  F.  Maury. 

In  compliance  with  your  published  request,  I  avail  myself  of  the  earliest  opportunity  to  forward  to 
you  an  abstract  journal  of  the  brig  Daniel,  formerly  the  United  States  bomb  brigHecla,  kept  by  me  on  her 
voyage  from  New  York  to  California,  which  is  but  a  poor  tribute  for  the  manifest  advantage  and  valuable 
knowledge  imparted  by  the  aid  of  your  truly  useful  and  ingenious  system,  which  I  regard  as  one  of  the 
most  valuable  inventions  of  the  age,  and  doubtless  will  yet  lead  to  results,  far  beyond  its  present  apparent 
purpose,  to  speed  the  voyage. 
61 


482  THE  WIND  AND  CURRENT  CHARTS. 

Noticing  your  intimation  to  "West  India  traders  for  farther  data,  to  complete  your  Wind  and  Current 
Chart  of  the  West  Indies,  I  have  written  a  friend  to  send  you  my  private  journals,  embracing  a  period  of 
about  six  years,  commencing  May,  1838.  These  journals  were  kept  for  the  purpose  of  facilitating  a  prac- 
tical knowledge  of  winds,  &c.,  for  which  I  thirsted,  without  the  means  of  obtaining  any  reliable  information, 
except  the  divers  accounts  furnished  by  casual  observers,  which,  like  the  various  sailing  directions  for  Cape 
Horn,  serve  rather  to  distract  the  mind  than  to  assist  the  judgment.  I  was  in  the  constant  habit  for  several 
years  of  referring  to  these  journals,  with  the  sole  view  of  obtaining  the  very  information  that  your  Charts 
so  plainly  and  beautifully  illustrate.  My  personal  observation,  therefore,  confirms  me  in  the  truth  of  your 
system.  Having  been  kept  solely  for  private  use,  you  will  find  many  remarks  in  those  journals  quite 
irrelevant  to  your  purpose;  nevertheless,  in  your  hands,  I  trust  they  will  be  acceptable.  The  temperature 
of  the  air  and  water  was  only  noted  in  approaching  and  departing  from  our  coast.  At  different  times,  I 
have  found  a  cold  place  in  the  centre  of  the  gulf,  bearing  about  S.  E.  by  S.  from  Montauk.  I  do  not  know 
whether  the  remark  is  noted  in  my  journals,  but  I  am  certain  of  the  fact. 

The  currents  may  not  always  have  been  regularly  noted,  except  when  unusually  strong.  In  reference 
to  my  present  passage,  I  would  state  that  I  followed  your  directions,  as  near  as  winds  would  permit. 
Although  the  vessel  was  deep,  and  sailed  heavy,  I  have  reason  to  think  our  passage  was  thus  materially 
shortened. 

About  the  parallel  of  45°  S.  a  marked  change  in  the  weather  occurred,  followed  by  a  constant 
succession  of  gales.  The  temperature  of  the  sea  had  also  suddenly  fallen  some  6°  below  the  temperature 
of  the  air,  as  indicated  by  the  thermometer  attached  to  the  barometer  in  the  cabin.  The  difierence  of 
temperature  between  the  air  and  the  water  continued  with  little  variation  until  we  passed  the  cape,  except 
a  part  of  the  14th,  15th,  and  16th  of  February,  when  we  stood  far  enough  eastward  to  bring  Falkland 
Islands  in  a  line  with  Cape  Horn.  At  those  times,  the  temperature  of  the  sea  rose  to  about  the  same 
range  as  the  air;  from  that  circumstance,  in  connection  with  the  N.  E.  current,  I  was  strongly  impressed 
with  the  idea  that  a  steady  cold  stream  set  to  the  northward  and  eastward,  like  the  Gulf  Stream  on  our 
coast,  the  elements  being  only  reversed,  which  would  account  for  the  continual  storms  that  seem  to  prevail 
in  that  region. 

The  current  continued  more  or  less  strong  in  proportion  to  the  strength  and  duration  of  the  gales;  but 
varying  more  easterly  as  we  drew  up  with  the  Horn,  until  we  were  fairly  past  it,  and  nearly  up  with  the 
latitude  of  Cape  Pilar,  amounting  to  no  less  than  650  miles !  Considering  this  great  drawback  in  connec- 
tion with  the  almost  constant  adverse  gales,  many  of  which  were  so  heavy  that  no  ship  could  bear  canvas, 
it  seems  highly  important  to  ascertain  the  most  desirable  route,  if  possible,  to  avoid  such  serious  dangers 
and  delays.  It  was  my  intention  to  have  doubled  the  cape  close,  and  keep  near  the  land  all  the  way  round. 
But  after  making  Diegos,  the  violence  of  the  gale  seemed  to  render  it  a  matter  of  prudence  to  keep  an 
offing ;  then  there  was  difficulty  in  making  northing  without  also  making  much  easting.  When  we  finally 
succeeded  in  again  attaining  the  latitude  of  the  Horn,  the  gales  were  not  so  furious  but  that  we  could  carry 
close-reef  topsails.    The  second  day  after  our  departure  from  Diegos,  the  current  had  set  us  so  far  to  the  E., 


OF  THE  PASSAGE  AROUND  CAPE  HORN.  483 

I  could  not  believe  my  chronometer,  and  supposed  I  might  have  inadvertently  stopped  her  10',  which  I 
deducted  in  order  to  make  our  position  where  I  wished  it  to  be.  I  continued  to  work  time  every  day 
when  an  opportunity  ofl'ered,  and  seldom  missed  a  day,  considering  the  dreadful  weather.  Arriving  at 
Juan  Fernandez,  I  found  my  chronometer  perfectly  correct,  and  have  since  corrected  the  longitude  for  the 
10'  subtracted.  I  mention  the  above  to  show  that  you  may  rely  upon  my  observations  upon  the  currents, 
&c.,  with  more  accuracy  than  is  usually  bestowed  by  merchantmen.  Adverting  to  the  winds  of  Cape 
norn,  I  would  state  that  I  projected  wind  circles  like  yours  on  the  margin  of  your  Chart  of  Tracks  for  the 
cape.  The  result  led  me  to  expect  S.  W.  and  N.  W.  as  the  prevailing  winds  for  the  months  of  February 
and  March ;  but  it  was  our  hard  fate  to  find  them  from  W.  S.  W.  to  W.  N.  W.  per  compass.  I  contemplate 
making  the  voyage  round  via  China.  If  so,  shall  continue  the  abstract,  with  such  remarks  on  the 
movement  of  the  elements  and  natural  phenomena  as  may  come  within  the  range  of  my  observation. 

From  Captain  Smyleij  to  the  same. 

In  looking  over  your  valuable  Sailing  Directions  and  Charts,  which  I  consider  the  best  guides  ever 
given  to  the  navigator,  in  pointing  out  the  means  of  shortening  the  passage  to  his  port,  as  well  as  shunning 
the  calms,  which  have  caused  so  much  detention  in  vessels  crossing  the  line,  and  also  of  the  advantages 
taken  by  standing  more  to  the  westward,  and  passing  nearer  Cape  St.  Roque.  I  have  tried  both  routes  to 
my  own  satisfaction,  and  am  well  satisfied  on  my  own  part  that  the  western  route  is  far  the  best,  and  have 
for  several  years  recommended  it  to  be  taken,  and  I  am  happy  to  say  I  have  been  since  told  by  many  that 
it  is  the  most  preferable. 

I  sailed  from  Newport,  R.  I.,  July  3,  1836,  in  the  schooner  Sailor's  Return — myself  master — bound  to 
the  Falkland  Islands  and  South  Shetlands.  The  schooner  Geneva,  Captain  A.  Padack,  my  consort,  sailed 
the  same  day,  and  kept  company  with  me  until  we  arrived  in  the  latitude  of  4°  N.  and  25°  W.  The  winds 
were  light  and  baffling,  from  S.  W.  to  S.  S.  "W.  for  one  or  two  days.  I  stood  to  the  westward,  but  he  began 
to  worry  for  fear  of  falling  to  the  leeward.  I  left  him,  giving  him  instructions  to  proceed  with  all  possible 
dispatch,  and  meet  me  at  the  Falkland  Islands;  we  were  then  in  4°  16' N.,  and  26°  "W.,  wind  S.  S.  W. 
The  Geneva  stood  on  her  eastern  tack,  /  to  the  westward,  and  arrived  at  the  Falkland  Islands  twenty-one 
days  before  her. 

On  examining  our  journal,  I  found  I  gained  thirteen  days  of  the  time  between  4°  N.  and  8°  S.,  by 
nothing  but  his  being  afraid  of  falling  to  leeward ;  whilst  I  could  lay  the  land  along,  he  was  continually 
tacking  about;  and  as  for  a  current,  I  tried  several  times,  and  found  but  very  little  setting  N.  "W.  There 
was  the  schooner  Ann  Howard,  of  New  London,  had  the  same  passage  as  the  Geneva,  and  took  the  same 
route ;  she  had  eighty-one  days  to  the  coast  of  Patagonia,  and  eighty-three  to  Port  Desire,  latitude  47°  45' 
S. ;  longitude  65°  54'  W.  The  A.  H!  sailed  within  one  day  of  the  Geneva,  and  arrived  within  two  days  of 
her,  giving  me  twenty  days  ahead  of  one,  and  twenty-three  ahead  of  the  other. 

Sailor's  Return,  a  second  voyage,  sailed  22d  August,  1838;  and  in  thirty  days  was  cast  away  at  Cape 
St.  Roque,  standing  along  shore  on  the  oQ'-shore  tack,  having  made  the  land  that  morning.     I  was  bound 


4S4  THE  WIND  AND  CURRENT  CHARTS. 

in,  to  Eio  Grande,  north,  to  repair  my  sheathing,  which  had  started  off  the  bottom.  I  crossed  the  line  in 
35°  40' ;  I  found  no  trouble  in  getting  up  the  coast,  until  I  struck  on  the  reef  at  Cape  St.  Eoque. 

I  found  the  tides  tolerably  regular  at  the  cape  during  the  two  days  I  was  on  shore,  and  the  pilots  say 
the  currents  are  trifling  on  the  coast  from  St.  Eoque  to  St.  Augustine,  when  you  are  in  more  than  forty 
fathoms  water;  and  I  believe  it  is  true,  for  I  have  tried  it  since,  and  found  very  little,  if  any. 

Schooner  Benjamin  De  Wolf,  W.  H.  Smyley,  master,  sailed  from  Newport,  E.  I.,  for  the  Falkland 
Islands,  2d  of  April,  1839.  Having  a  sharp  vessel,  and  every  confidence  in  my  own  mind  of  the  western 
route,  I  determined  to  steer  my  course  as  if  bound  to  Fernando  de  Noronha,  and  to  pay  no  attention  either 
to  winds,  weather,  or  currents,  no  more  than  if  such  were  not  to  be  found  on  the  route.  I  found  no  calms, 
and  but  little  rain.  I  passed  inside  of  Fernando  de  Noronha,  distant  twelve  or  fifteen  miles,  and  passed 
Olinda  in  twenty-one  days  and  eight  hours;  and  from  St.  Augustine  to  Port  Egmont,  I  had  but  twenty 
days — making  but  forty-one  days  and  eight  hours  passage  to  the  Falklands. 

Schooner  Benjamin  de  Wolf,  second  voyage,  W.  II.  Smyley,  master,  sailed  from  Newport,  E.  I.,  28th 
May,  1840,  for  Patagonia,  and  arrived  at  Eio  Negro,  latitude  41°  4'  S.,  longitude  62°  49'  W.,  in  forty-one 
days,  passing  about  fifty-five  miles  east  of  Fernando  de  Noronha,  and  crossing  the  line  in  36°  15'.  I  found 
the  wind  from  N.  W.  to  S.  W.,  more  than  from  any  other  quarter,  from  the  line  to  St.  Eoque.  The  current 
I  had  no  opportunity  to  try,  but  am  sure  it  is  more  governed  by  the  wind  than  anything  else,  but  far  less 
than  people  in  general  suppose. 

Schooner,  Ohio,  W.  H.  Smyley,  master,  from  Newport,  E.  I.,  to  Eio  Negro,  Patagonia,  sailed  September 
29,  1842,  in  company  with  the  Sarah  Ann,  Gough,  master — consort  to  the  Ohio;  kept  company  until  in 
16°  north  and  40°  west.  Captain  Gough,  as  well  as  Padack,  wished  to  cross  the  line  well  to  eastward, 
and,  although  they  were  both  under  my  instructions  and  control,  I  permitted  them  to  have  their  choice. 
After  leaving  Captain  Gough,  I  steered  for  Fernando  de  Noronha,  as  before,  but  kept  on  until  I  found 
myself  in  sight  of  Cape  St.  Eoque,  passing  inside  of  the  Eocas,  ten  miles,  and  by  making  a  short  tack 
off  Mernanguapa,  passed  Pernambuco,  distant  about  eight  miles,  being  then  out  thirty  days.  I  stopped 
three  days  at  San  Francisco,  and  three  at  Isapacaray,  making  my  passage  to  Eio  Negro  in  sixty  days 
including  stoppages. 

The  Sarah  Ann  made  no  stoppages,  and  came  in  ten  days  after  me,  making  my  passage  sixteen  days 
shorter  than  hers,  exclusive  of  being  embayed  two  days.  I  found  by  overhauling  their  journal  and  log, 
that  they  kept  well  to  the  eastward  in  that  old  beaten  turn-pike  of  former  navigators,  crossing  in  from  24°  to 
25°  W.,  and  that  most  of  my  gaining  was  from  about  4°  N.  to  8°  S.,  whic^ convinced  me  of  the  advantages 
of  the  western  route. 

Schooner  Ohio,  first  voyage,  W.  H.  Smyley,  master,  sailed  from  Newport,  E.  I.,  Jqly  14,  1841 — 
making  my  passage  in  fifty  days,  including  two  days'  stoppage  at  the  Brazils  for  recruits.  I  passed  so 
close  to  the  Eocas,  and  not  being  able  to  get  good  observations,  owing  to  the  weather,  that  I  am  not  sure 
which  side  I  went  on. 

On  my  arrival  in  the  Brazils,  I  tried  my  chronometer,  by  artificial  horizon,  and  found  it  correct.     It 


or  THE  PASSAGE  AROUND  CAPE  HORN.  486 

was  in  the  daytime,  and  I  kept  a  good  look-out  for  them,  until  I  was  sure  I  was  to  the  south  of  them. 
This  voyage  1  had  no  consort ;  I  found  but  little  current  setting  W.  N.  W. ;  this  was  near  the  Rocas, 
perhaps  one  degree,  or  a  little  more,  north  of  them. 

There  is  another  thing  still  more  remarkable;  although  you  have  more  wind  near  the  land,  yet  the 
sea  is  much  smoother  than  it  is  further  to  the  eastward.  The  natives  who  fish  on  the  catamarans  along 
the  coast,  have  repeatedly  told  me  that  the  current  was  but  trifling;  you  will  oftea  see  two  of  these 
catamarans  at  anchor,  tailing  in  different  directions,  but  generally  with  the  wind.  If  the  current  about 
Cape  St.  Eoque  was  as  strong  as  persons  in  general  imagine  it  to  be,  the  clump-built  coasters  would 

not  be  able  to  make  headway,  and  beat  from up  to  Pernambuco,  at  all  seasons  of  the  year,  as 

they  do. 

Schooner  Catharine,  of  Newport,  W.  H.  Smyley,  master,  bound  to  Patagonia.  I  left  Newport,  Sep- 
tember 10,  1845,  and  stood  to  sea,  with  the  intention  of  taking  my  old  route,  that  is,  to  steer  for  Fernando 
de  Noronha,  or  nearly  that  course,  so  as  to  pass  east  of  the  Bermudas,  but  the  wind  prevailing  more  to  the 
south,  gave  me  a  chance  to  keep  well  to  the  eastward.  I  stood  boldly  on ;  but  had  the  wind  light,  with 
heavy  rain  squalls,  and  much  thunder  and  lightning ;  crossed  the  line  in  23°  32',  making  little  headway, 
having  light  airs  and  a  very  irregular  sea.  Although  I  found  so  much  rain  and  light  winds,  the  sea  did 
not  seem  to  fall  in  the  least,  causing  the  vessel  to  thresh  heavily,  and  be  very  uneasy.  I  spoke  a  brig, 
which  had  been  eight  days  longer  than  myself  in  these  rainy  regions,  and  off'  Pernambuco  I  spoke  one 
which  had  been  ten  days  less,  being  to  the  westward  of  me.  I  was  forty -five  days  to  Olinda,  and  twenty 
days  from  there  to  Rio  Negro,  Patagonia;  and  I  fully  believe,  if  I  had  taken  the  western  route,  I  should 
have  made  a  very  short  passage,  as  the  vessel  sailed  very  fast,  was  in  good  trim,  and  well  manned. 

Pilot-boat  John  E.  Davidson,  W.  H.  Smyley  master,  from  New  York,  towards  coast  of  Patagonia, 
sailed  July  5,  1849. 

July  6.     -     -     The  Hook  and  Light-house  in  sight. 

7.  -     -     Wind  W.  S.  W.  Latitude  38°  43'  N. 

8.  -     -     Wind  light  S.  E.  "        38     31 

9.  -     -      "      S.  S.  E.  and  S.  E.        "        38     14 

10.  -  -  "  S.  S.  E.  and  calm.  "  38  03 

11.  -  -  "  Calm.  "  38  00 

12.  -  -  "  North.  "  35  07 

13.  -  -  "  S.  W.  and  calm.  "  35  04 

14.  -  -  "  South.  "  34  48 

15.  -  -  "  South.  "  34  29 

16.  -  -  "  Variable  "  33  38 


Longitude  none. 

True  Longitude, 

li 

none. 

II 

none. 

II 

none. 

II 

none. 

II 

66°  53' 

59°  07' 

II 

65     02 

II 

63     32 

II 

61     23 

47    40 

II 

60     52* 

*  Note. — The  above  is  taken  from  the  log-book  of  the  mate  ;  the  winds  and  latitudes  are  put  down  correctly,  but  the  longitude  is 
13°  15'  out  of  the  way.  I  merely  put  down  this  to  show  you  how  erroneous  some  persons  will  be.  I  gave  him  his  lengitude  on  the  16th, 
when  I  spoke  a  vessel  wliose  longitude  agreed  with  mine  within  four  miles,  but,  in  crossing  the  line,  he  was  almost  as  far  out  again.     I 


Days. 

Hours, 

27 

4 

26 

30 

34 

39 

16 

486  THE  WIND  AND  CURRENT  CHARTS, 

Homeward  passages  in  the  above-mentioned  vessels. 

Sailor's  Eeturn,  from  Eio  Grande  to  Newport 

Benjamin  DeWolf,  first  voyage,  arrived  from  Morea  Mernanguapa 

"  "  second  voyage,  arrived  in  March  from  Morea  Mernanguapa 

Ohio,  from  Rio  Janeiro  to  New  York 

John  E.  Davideon,  Rio  Negro  to  New  York 

In  these  five  passages,  after  passing  Cape  St.  Roque,  I  have  kept  "good  full;"  and  always  found, 
as  I  neared  the  West  India  Islands,  that  the  wind  hauled  favorably,  and  the  weather  became  less  squally. 

Mernanguapa  is  a  small  port  near  Parahiba. — See  Chart. 

There  are  few  portions  of  the  continent  of  America  less  known  than  from  the  Rio  de  la  Plata  to  Cape 
Horn,  and  none  of  more  importance ;  the  whole  of  that  portion  of  country,  except  part  of  Belgranna  and 
Eio  Negro,  being  inhabited  only  by  Indians.  It  has  been  the  custom  of  vessels  bound  to  the  Pacific,  after 
passing  the  La  Plata,  to  go  to  the  eastward  of  the  Falkland  Islands ;  some  wishing  to  avoid  running  by  La 
Agle  shoal,  others  fearing  to  get  jammed  on  the  coast  of  Patagonia.  This  should  no  longer  be  an  excuse; 
for  the  first  does  not  exist,  and  of  the  latter  there  is  no  danger.  I  have  cruised  for  the  above-mentioned 
shoal  several  times,  taking  a  good  departure  from  the  Jasans  and  from  New  Island  in  the  Falklands,  and 
crossed  to  Cape  Virginis  and  back  in  the  long  summer  days,  seeing  no  signs  of  it.  In  1842,  I  left  East 
Harbor,  Staten  Land,  with  my  consort  in  company,  and  steered  for  the  shoal,  keeping  about  eight  miles 
apart;  the  weather  was  clear.  I  kept  men  at  the  mast  heads,  and  saw  nothing  of  it.  My  observations  were 
to  be  relied  upon;  for  I  had  on  board  three  chronometers,  which  had  been  well  proved  at  Cape  St.  John. 
I  kept  on  for  Rio  Negro,  and  on  my  arrival  again  tried  my  chronometers,  and  found  them  correct.  I  am 
well  aware  that  no  such  shoal  exists.  I  have  since  then  tried  to  find  it  with  the  schooner,  but  without 
success.  The  Beagle  and  Adventure,  and  Captain  Sullivan  of  the  navy,  have  also  hunted  for  this  shoal 
without  finding  it. 

As  for  a  vessel  getting  blown  on  shore  on  the  coast  of  Patagonia  by  N.  E.  gales,  it  is  out  of  the  ques- 
tion. I  have  spent  twenty-two  years  of  my  life  mostly  from  South  Shetlands  to  the  River  La  Plata,  and 
once  I  remained  six  years  without  coming  north  of  41  S.,  and  I  cannot  say  that  I  ever  knew,  during  that 


crossed  the  line  in  34°  15''  on  the  5th  of  August,  and  on  the  7th  passed  ten  miles  west  of  Fernando  de  Noronha,  the  weather  clear,  the 
island  plainly  in  sight.  On  the  9th,  passed  Pernambuco  ;  I  found  no  trouble  in  getting  to  the  southward.  It  was  my  intention  to  have 
stopped  at  Pernambuco,  for  the  purpose  of  landing  some  of  my  crew,  who  had  mutinied  on  the  passage,  nearly  killing  my  mate,  and 
shooting  me  with  a  pistol.  Their  attempt  to  take  the  vessel  left  me  without  a  sufficient  number  of  men  to  work  her,  which  caused  my 
passage  to  be  much  longer  than  it  otherwise  would  have  been.  I  kept  but  little  reckoning  afterwards,  and  that  mostly  in  my  head,  for 
fear  of  another  mutiny,  for  the  crew  shipped  in  New  York  for  the  purpose  of  taking  the  vessel,  and  nearly  succeeded  in  doing  so.  The 
weather  being  squally  off  Pernambuco,  I  kept  on  for  St.  Catharine's,  and  arrived  there  on  the  22d  of  August ;  on  the  .23d  or  24th,  gave 
my  men  up  to  the  U.  S.  Consul ;  on  the  7th  of  September,  got  under  way  from  St.  Catharine's ;  and  on  the  16th,  anchored  on  the  bar  off 
Kio  Negro,  Patagonia. 

Giving  me  30  days  to  the  line. 

47  days  to  St.  Catharine's. 

56  days  to  Rio  Negro. 


OF  THE  PASSAGE  ABOUND  CAPE  HORN,  487 

time,  the  wind  to  blow  heavily  directly  on  shore  for  twelve  hours.  My  voyages  being  principally  made 
for  sealing  or  whaling,  caused  me  to  keep  close  into  the  coast,  whereby  I  had  the  best  opportunities  for 
observing  the  weather,  currents,  tides,  &c. ;  in  fact,  my  voyages  depended  partly  on  these,  and  it  stood  me 
in  hand  to  make  myself  acquainted  with  them. 

I  have  always  found  that  the  sooner  I  got  to  the  westward,  after  crossing  the  line,  the  better.  I  always 
try  to  make  the  Peninsula  of  St.  Joseph's,  between  New  Bay  and  Port  Valdez.  The  land  is  high,  steep, 
clay  cliffe,  flat  on  top.  Then,  I  endeavor  to  keep  near  enough  to  see  the  land  until  I  get  well  to  the  south, 
so  as  to  pass  close  by  Staten  Land ;  by  doing  this,  I  have  smooth  water,  winds  from  N.  "W.  to  "W.  N.  "W., 
and  pleasant  weather;  while  another  vessel  will  have  the  wind  from  W.  N.  W.,  and  S.  W.  off  the  Falkland 
Islands,  and  on  the  south  side  of  the  islands  the  wind  will  be  from  S.  "W.  to  S,  This  I  have  proved  by 
having  left  men  on  the  Jasans  and  the  Bushenes  (these  being  the  extremes  of  the  islands,  both  sealing 
.grounds),  and  requiring  them  to  keep  a  journal  of  wind  and  weather.     I  found  the  wind  to  prevail  much 

more  from  the  S.  W.  and  S.  S.  W.,  about  one-third  or  one-half  way  between  Cape  Horn  and •, 

and  beyond  that  distance  it  drew  more  to  the  westward,  and  even  to  the  northward  of  west.  It  was  a 
common  thing,  while  at  anchor  under  Diego  Ramirez,  or  sealing  on  shore,  to  see  a  vessel  pass  in  shore  of 
the  island  heading  up  two  points  higher  than  an  another  vessel  off  shore  off  them ;  and  I  have  often  started 
to  go  in  to  anchor,  heading  well  up  for  the  place  I  wanted  to  come  to  at,  and  found,  as  I  drew  in  shore,  the 
wind  gradually  headed  me  off.  When  bound  to  Shetlands  from  the  Gape,  or  from  Staten  Land  (Shetland 
is  our  rendezvous,  on  account  of  getting  wood  there  to  last  until  our  return),  we  always  find,  after 
passing  the  latitude  60  S.,  the  weather  much  milder,  fewer  blows,  but  more  fog.  The  currents  as  well 
as  the  winds  are  generally  the  reverse  of  what  they  are  off  Cape  Horn.  The  prevailing  wind  at  Shetland 
is  N.  E.,  while  in  the  track  generally  taken  by  vessels  it  is  S.  W.  The  current  is  similar,  for  it  seems 
more  like  a  gulf  stream  than  a  common  current  following  the  direction  of  the  wind. 

No  navigator  should  be  afraid  to  approach  the  coast.  Soundings  are  found  far  out ;  the  water  is  much 
discolored,  as  the  land  is  neared ;  and  we  have  another  sign,  which  seldom  fails  in  the  daytime,  i.  e.  the 
small  gulls,  which  will  always  be  found  in  forty  or  fifty  miles  of  the  coast,  making  their  presence  known 
by  the  noise  they  make  as  soon  as  the  vessel  is  perceived.     This  seldom  fails  to  be  the  case. 

The  navigator  should  not  be  backward  in  tacking  as  soon  as  he  finds  himself  getting  off  shore,  for  the 
wind  will  often  lead  him  along  for  two  or  three  points,  and  then  favor  him  for  a  short  distance  again,  by 
which  means  vessels  often  get  so  far  to  the  eastward  as  to  lose  much  time.  I  would  always  recommend  a 
ship  to  tack  in  shore,  even  if  she  could  make  no  better  than  a  W.  N.  W.  course,  in  preference  to  going  to 
the  eastward ;  for  by  keeping  well  in,  she  will  have  smooth  water,  clear  weather,  and  wind  more  off  shore. 
"While,  on  the  other  hand,  when  she  nears  the  Falklands,  she  would  begin  to  have  fogs,  rain,  and  sleet ;  and 
south  of  the  islands  the  rain  becomes  hail-stones  and  snow.  A  short  distance  in  these  latitudes  makes  a 
great  difference  in  wind,  weather,  and  tides. 

For  comparison,  take  Santa  Cruz  harbor,  on  the  coast  of  Patagonia,  latitude  50°  8'  S. ;  longitude  68° 
21'  W. ;  tide  in  spring,  forty-eight  feet.     The  Jasan  Islands,  belonging  to  the  Falklands,  latitude  51°  S., 


488  THK  WIND  AND  CURRENT  CHARTS. 

longitude  61°  20'  W. ;  tide  but  six  feet.  Here  is  a  great  diiFerence  in  7°  of  longitude,  about  260  true  miles. 
This  will  show  the  extraordinary  difference  made  in  tides  "by  a  short  distance,  and  the  weather  in  propor- 
tion to  the  tides ;  on  the  one  it  is  seldom  known  to  rain,  at  the  other  it  rains  half  the  time.  At  the  Straits 
of  Magellan,  in  a  similar  way ;  it  seldom  rains  at  the  eastern  entrance,  and  at  the  western  it  seldom  stops ; 
but  this  is  owing  more  to  the  mountains  leading  from  Cape  Forward  along  the  straits,  and  from  thence  to 
Cape  Tres  Montes,  or  Chili. 

Hereabouts,  we  have  but  little  thunder  and  lightning,  but  one  may  be  on  a  hill  above  the  rain,  while 
those  below  have  a  heavy  storm ;  I  have  seen  this  occur  on  Staten  Land,  also  on  Juan  Fernandez  and 
Massafuera. 

Temperature  in  high  .southern  latitudes  differs  greatly  from  temperature  in  northern ;  in  southern 
latitudes  there  seems  to  be  no  extremes  of  heat  and  cold  as  at  the  north. 

Newport,  for  instance,  latitude  41°  N.,  longitude  71°  W.,  and  Eio  Negro,  latitude  41°  S.,  longitude  63° 
W.,  as  a  comparison. 

In  the  former,  the  cattle  have  to  be  salted  and  fed  during  the  winter,  not  being  able  to  get  along  in  the 
fields  on  account  of  snow  and  ice. 

In  the  latter,  the  cattle  feed  in  the  fields  all  the  winter,  there  being  plenty  of  vegetation,  and  no  use 
for  hay. 

On  the  Falkland  Islands,  thousands  of  bullocks,  sheep,  and  horses,  are  running  wild  in  the  country, 
getting  a  living  all  through  the  winter.     This  could  not  be  in  similar  northern  latitudes. 

On  the  other  hand,  in  the  latitude  of  50°  to  51°  N.,  rye,  barley,  wheat,  &c.,  can  be  raised  during  the 
summer,  but  in  south  latitude  there  is  not  sufficient  heat  in  the  summer  to  bring  such  things  to  maturity, 
for,  even  in  the  depth  of  summer,  you  would  be  liable  to  snow  squalls.  After  passing  the  latitude  of  40° 
S.,  the  summer  is  not  so  warm,  and  the  winter  not  so  cold,  as  in  northern  latitudes. 

You  can  see,  by  reference  to  the  book  published  by  Commodore  Wilkes,  that  the  extreme  cold  had 
but  in  one  instance  been  as  low  as  5°  below  zero.  This  I  ascertained  from  a  self-regulating  thermometer, 
in  latitude  63°,  and  gave  him.  Since  that  time,  it  has  never  been  so  low.  The  heat  I  could  not  ascertain, 
as  the  index  in  the  tube  shifted  while  I  was  lifting  the  instrument  up.  I  tried  to  procure  one  some  time 
ago  in  New  York,  but  could  not  find  one.  I  intended  to  have  placed  it  in  a  much  higher  latitude,  as  very 
little  is  known  about  either  extreme  of  temperature  on  the  land.  For  instance,  many  suppose  that  Palmer's 
Land  is  a  continent,  and  connects  with  the  land  laid  down  by  "Wilkes ;  however,  this  is  not  the  case,  for  I 
have  sailed  round  Palmer's  Land  and  far  south  of  it.         *******        * 

Owing  partly  to  negligence  and  partly  to  disasters,  I  have  no  logs  or  books  which  will  be  of  use  to 
you.  But  I  will  try  this  cruise  to  send  you  some  ;  and  if  you  know  of  anything  particular  from  the  La 
Plata,  to  as  far  as  70°  S.,  I  may  be  able  to  give  you  some  information,  for  to  that  place  I  have  given  most 
of  my  attention,  as  my  business  has  been  there  during  the  greater  part  of  the  time. 

While  I  was  at  this  book,  it  occurred  ^to  me  to  send  some  leaves  out  of  a  scratch-book,  which  might  be 
of  some  use  in  showing  tides,  harbors,  &c.,  so  I  tore  them  out  and  send  them  to  you.     I  have  done  this 


OF  THE  PASSAGE  AROUND  CAPE  HORK.  489 

very  hastily,  and  in  a  most  bungling  manner,  but  I  did  not  know  that  I  would  have  to  go  away  so  soon, 
and  would  not  be  able  to  finish.     So  I  have  driven  ahead  and  done  what  I  could. 

If  you  choose,  I  will  distribute  those  Charts  to  men  who  I  know  will  take  care  to  return  the  journal 
to  you,  on  their  return  home,  for  I  consider  them  to  be  a  benefit  to  all  seafaring  men. 

From  Cajot.  Ebenezer  H.  Linnell. 

San  Francisco,  1854. 

Dear  Sir  :  I  herewith  enclose  the  abstract  log  of  the  ship  Eagle  Wing,  from  Boston  to  this  port. 

This  being  my  first  acquaintance  of  your  Charts  and  Directions,  in  regard  to  the  observations  of  the 
North  and  South  Atlantic,  I  can  add  nothing.  After  leaving  Boston,  my  progress  was  considerably 
retarded  in  consequence  of  loss  of  spars.  I  think  the  Straits  of  Le  Maire  should  be  passed  near  to  Terra 
del  Fuego  shore,  and  continue  the  shore  until  well  to  the  west ;  by  so  doing,  I  have  found  an  eddy  current 
to  the  west ;  this  being  the  fifth  time  I  have  found  this  to  be  the  case.  Since  1845, 1  have  been  navigating 
these  waters,  mostly  in  the  Chili  trade,  and  I  am  confident  that  my  passages  have  been  shortened  by  keep- 
ing near  the  land.  When  to  the  west  of  the  Straits  of  Magellan,  I  think  you  will  eventually  find  that  by 
keeping  from  60  or  100  miles  from  the  coast  until  you  approach  the  35°  of  latitude,  then  to  pass  near  to 
Jban  Fernandez  to  the  S.  E.  trades,  for  the  six  summer  months ;  then,  for  the  winter  months,  a  direct 
course  a  little  to  the  west,  you  will  find  favorable  winds.  In  July  21,  1851,  I  passed  through  the  Straits 
of  Le  Maire;  passed  the  equator  in  115°  W.,  in  26  days,  by  the  western  route.  In  October,  1852,  in  27 
days  from  the  Straits  of  Le  Maire,  and  passed  the  equator  in  116°  W.  per  ship  Buena  Vista,  being  a  full 
ship. 

The  present  time,  my  ship  being  a  clipper,  you  will  perceive  that  I  did  not  have  so  favorable  a  time. 
I  have  had,  from  18°  north  to  this  port,  a  very  perplexing  time ;  you  will  notice  that  when  in  18°  north, 
my  chance  was  good  for  95  days. 

I  trust  the  time  is  not  far  distant  when  this  part  of  the  ocean  (North  and  South  Pacific)  will  be  tested 
and  fully  explained,  as  your  Wind  and  Current  Charts  fully  show  the  great  advantages  of  this  scientific 
undertaking. 


'O- 


The  opinions  expressed  by  these  navigators  as  to  the  passage  to  the  line,  and  the  Cape  Horn  route, 
are  fully  confirmed  by  the  Pilot  Charts ;  and  though  sometimes  a  vessel,  by  going  to  the  east  of  the  Falk- 
land Islands,  may  have  good  luck,  fine  weather,  good  winds,  and  a  short  passage,  it  should  be  considered 
as  the  exception,  but  by  no  means  as  the  rule.  The  combined  experience  of  all  the  Cape  Horn  navigators, 
whose  journals  have  been  consulted  during  the  progress  of  my  investigations,  is  against  the  eastern,  and  in 
favor  of  the  western,  or  in-shore  passage,  as  a  general  rule. 

I  find  in  the  abstract  log  of  the  ship  Defiance  (Robt.  McCerran),  the  following  excellent  remarks, 
concerning  this  passage  : — 

September  26,  1852.  At  4  hours  30  min.  A.  M.  hove  to  for  daylight.  At  8  hours  30  min.  A.  M. 
62 


490  THE   WIND   AND   CURRENT   CHARTS. 

entered  the  Straits  of  Le  Maire;  wind  atKK  E.  At  10  A.M.  Cape  St.  Diego  bore  west  per  compass, 
and  Staten  Land  S.  E.,  entirely  covered  with  snow.  At  11  hours  30  min.  clear  of  the  strait.  I  am  sur- 
prised that  this  strait  is  not  passed  by  all  ships  in  preference  to  passing  east  of  Staten  Land ;  Le  Maire 
being  free  from  shoals,  and  14  miles  wide.  An  experience  of  21  years'  command  in  the  Liverpool  trade 
convinces  me  that  the  passage  between  Tuskar  and  the  Smalls  are  trebly  dangerous,  and  I  can  see  no 
diflBculty  in  this  passage  that  is  not  much  greater  in  the  navigation  of  the  Irish  Channel,  either  north  or 
south  about. 

I  should  certainly  beat  through  in  preference  to  going  within  three  miles  of  the  land.  I  have  no  doubt 
that  an  eddy  from  eastward — I  found  a  current  close  in  shore  setting  S.  W.,  and  by  keeping  the  current 
from  the  S.  W. — must  prevail  under  any  circumstances.  Good  Success  Bay  affords  easy  access  and  good 
anchorage.  It  may  be  said  that  heavy  gales  ahead,  and  thick  weather,  make  the  passage  dangerous.  In 
answer  I  say,  that  it  cannot  blow  harder  than  it  does  in  the  Irish  Channel,  and  the  fog  cannot  be  so 
dense  as  it  is  on  the  coast  of  Ireland,  as  the  water  is  deeper  and  the  air  colder  in  Le  Maire.  Besides,  the 
number  of  vessels  on  the  Irish  coast  increases  the  danger  by  the  chance  of  collision,  and  there  is  no  other 
passage  to  approach. 

l:Ship  Defiance  (Eobert  McCerran),  from  New  York  to  San  Francisco. 

Aug.  3,  1852.  Lat.  6°  14'  S. ;  long.  34°  39'  W.  Current,  31  miles,  S.  W.  J  S.  Barometer,  30.00 ; 
temperature  of  air,  78° ;  of  water,  80°.  Winds :  S.  S.  E.,  S.  E.,  S.  by  E.  Made  the  land  60  miles  south 
of  St.  Eoque;  too  far  E.,  15  miles.  I  am  satisfied  that  the  Sailing  Directions  of  Lieut.  Maury  have  thus 
far  shortened  my  passage,  and  this  abstract  proves  that;  though  I  was  forced  as  far  W.  as  40°  30',  when 
in  11°  30'  N.,  yet,  by  watching  chances,  I  was  enabled  to  cross  the  line  in  31°  55'  W.  without  making 
northing  over  30  miles;  and  though  under  anxiety  on  account  of  the  bugbear  of  westerly  current,  I  did 
not  find  it  but  one  day,  and  generally  on  the  current  track  I  found  a  S.  E.  set. 

Sept.  29.  Lat.  56°  14'  S.;  long.  71°  01'  W.  Barometer,  29.8;  temperature  of  air,  41°;  of  water, 
44°.     Winds  :  W.  by  S.,  W.  S.  W.,  W.     Fresh  gales  and  squally,  with  heavy  aea. 

Sept.  30.  Lat.  56°  11'  S. ;  long.  71°  26'  AV.  Barometer,  29.7 ;  temperature  of  air,  43°  ;  of  water,  44°. 
Winds :  W.  by  N.,  W.,  W.  by  S.     Fresh  gales  and  head  sea. 

Oct.  1.  Lat.  56°  51'  S.;  long.  72°  58'  W.  Barometer,  29.2;  temperature  of  air,  40°;  of  water,  42°. 
Winds :  W.,  W.  S.  W.,  W.  N.  W.     Strong  gales  and  heavy  sea. 

Oct.  2.  Lat.  56°  85'  S. ;  long.  73°  15'  AV.  Barometer,  29.00 ;  temperature  of  air,  39° ;  of  water,  42°. 
Winds:  W.,  W.  S.  W.,  S.  W.     Strong  gales,  rain,  hail,  and  snow. 

Oct.  3.  Lat.  56°  34'  S.;  long.  72°  42'  W.  Barometer,  28.8  ;  temperature  of  air  39° ;  of  water,  42°. 
Winds :  W.  S.  W.,  W.,  W.  S.  W.     Strong  gales,  rain,  hail,  and  snow. 

Oct.  4.  Lat.  56°  39'  S. ;  long.  72°  48'  W.  Barometer,  28.6 ;  temperature  of  air,  40°  ;  of  water,  41  °. 
Winds:  S.  W.,  W.,  S.  W.     Strong  gales  and  heavy  sea. 


OF  THK   PASSAGE   AHOUND   CAPE   HOBX.  491 

Oct.  5.  Lat.  56°  19'  S.;  long.  73°  01'  W.  Barometer,  29.0 ;  temperature  of  air,  41° ;  of  water,  41° 
Winds :  W.,  W.  S.  W.,  W.  by  S.     Fresh  gales,  sea  subsiding. 

Oct.  6.  Lat.  56°  51'  S.;  long.  73°  25'  W.  Barometer,  29.7;  temperature  of  air,  43°;  of  water,  42°. 
Winds  :  W .,  W.  by  S.,  W.    Fresh  gales  and  heavy  sea. 

Oct.  7.  Lat.  56°  34'  S.;  long.  76°  29'  W.  Barometer,  29.5;  temperature  of  air,  41°;  of  water,  42°. 
Winds :  W.  by  N.,  W.,  N.  W.,  AV.  by  W.    Fresh  gales,  long  rolling  swell. 

Oct.  8.  Lat.  57°  05'  S. ;  long.  78°  17'  W.  Barometer,  29.6  ;  temperature  of  air,  42° ;  of  water,  42°. 
Wind  :  N.  W.  throughout.     Fresh  gales,  rain,  and  hail. 

During  the  above  ten  days,  from  close  reefs  to  top-gallant  sails;  tacking  as  occasion  required,  yet  not 
so  bad  as  a  winter  passage  from  Liverpool  to  Xew  York. 

Capt.  Young,  of  the  ship  Venice,  of  Philadelphia,  in  his  admirably  kept  abstract,  makes  also  some 
judicious  remarks  upon  the  subject  of  the  Cape  Horn  passage. 

Capt.  Young's  log  is  deserving  of  special  notice,  also,  for  the  very  excellent  use  he  makes  of  the 
barometer. 

His  remark  that  the  indications  of  the  barometer  will  show  when  the  navigator  enters,  and  when  he 
quits  the  trades,  is  perfectly  philosophical. 

In  the  calms,  both  of  Cancer  and  Capricorn,  the  barometer  ought  to  stand  higher — say  one-tenth  of  an 
inch  (0.1)  on  the  average — than  it  does  either  in  the  "  variables"  on  the  polar  side  of  these  belts,  or  in  the 
"trades"  on  the  equatorial  side  of  them. 

In  the  belt  of  the  equatorial  calms,  it  also  ought  to  stand,  on  the  average,  a  little  lower  than  it  does  in 
the  N.  E.  or  S.  E.  trades  on  either  side  of  those  calms. 

The  close  attention  which  Capt.  Young  gives  his  barometer,  will,  as  a  general  rule,  enable  navigators 
in  most  cases  to  tell  whether  they  have  crossed  calms  or  the  trade-wind  belts,  or  not. 

See  also  the  log  of  the  Great  Britain,  for  Capt.  Caldwell's  remarks  on  his  barometer  during  his  Cape 
Horn  passage. 

Ship  Venice  (John  II.  Young),  of  Philadelpliia,  New  York  to  California. 

Jan.  29,  1850.  No  observations.  Barometer,  29.4;  temperature  of  air,  59°;  of  water,  68°.  Winds: 
S.  S.  W.,  S.  W.,  W.  N.  W.  Discharged  pibt  at  3  hours  30  min.  P.  M.  At  6  P.  M.  Neversink  Lights  bore 
W.  I  have  determined,  during  the  coming  voyage,  to  keep  the  abstract  log  of  Lieut.  Maury,  and  thereby 
add  my  mite  to  the  cause  of  science,  in  the  hope  that  the  day  is  not  far  distant  when  navigation  shall  be  so 
simplified  and  reduced  to  "  fixed  principles,"  that  all  uncertainty  may  be  removed.  First  and  middle  part, 
variable  and  bafiSing;  latter,  fine  breezes.  Strong  rippling,  which  I  judge  to  be  the  counter  current  of  the 
stream. 

Jan.  30.     Lat.  37°  50'  N. ;  long..68°  12'  W.     Current,  one  and  a  half  knots,  E.  by  N.     Barometer, 


492  THE   WIND  AND  CURRENT  CHARTS. 

29.00;  temperature  of  air,  62° ;  of  water,  73°.    Winds:  W.  K.  W.,  K  N.  W.,  N.  N.  W.    At  4  P.  M.  the 
water  rose  to  70°,  and  to  73°  at  5 ;  water  remarkably  smooth,  with  a  fine  breeze  blowing ;  ship  going  fast. 

Jan.  31.  Lat.  36°  55'  N.;  long.  63°  82'  W.  Current,  19  E.,  and  5  W.  S.  W.  Barometer,  29.4; 
temperature  of  air,  68°;  of  water,  72°.  Wind:  N.  N.  W.  throughout.  Fine  breezes  and  water  smooth; 
temperature,  73°,  during  the  night  fell  to  72°.  At  9  hours  30  minutes  water,  71°.  Have  paid  particular 
attention  to  the  log  since  entering  the  stream,  and  find  that  we  began  to  leave  the  stream  about  9  A.  M. 

Feb.  1.  Lat.  35°  21'  N. ;  long.  60°  27'  W.  Current,  15,  S.  W.  Barometer,  29.6 ;  temperature  of  air, 
64°;  of  water,  71°.  Wind:  N.  throughout.  Strong  breezes  with  considerable  sea;  barometer,  rising.  I 
have  determined  to  cross  latitude  30°  to  the  west  of  longitude  50°,  if  permitted  by  the  wind. 

Feb.  2.  Lat.  34°  16'  N.;  long.  58°  12'  W.  •  Current,  8,  S.  W.  Barometer,  29.8;  temperature  of  air, 
66° ;  of  water,  71°.    Winds  :  N.,  K.  N.  W.,  W.  N.  W.    Fresh  breezes  and  pleasant  weather. 

Feb.  3.  Lat.  33°  32'  K ;  long.  56°  55'  W.  Current,  6  knots,  S.  W.  Barometer,  29.7 ;  temperature 
of  air,  67° ;  of  water,  71°.     Winds :  W.,  W.  S.  W.,  S.    Fine,  clear  weather ;  barometer  high  and  steady. 

Feb.  4.  Lat.  34°  05'  N.;  long.  54°  04'  W.  Barometer,  29.7 ;  temperature  of  air,  69°  ;  of  water,  72°. 
Winds :  S.,  S.,  S.  S.  E.  Fine,  clear  weather,  such  as  is  rarely  met  with  at  this  season  of  the  year  in  the 
North  Atlantic.  I  almost  regret  the  wind  hanging  here,  as  I  desire  much  keeping  to  the  west,  for  the 
purpose  of  giving  the  "  Theory"  of  Lieut.  Maury  a  fair  trial,  having  a  "  weatherly  ship,"  and  no  fear  of 
Cape  St.  Koque. 

Feb.  5.  Lat.  34°  42'  N. ;  long.  51°  30'  W.  Barometer,  29.6 ;  temperature  of  air,  68°  ;  of  water,  72°. 
Winds :  S.  S.  E.  throughout.  Fine,  clear  weather ;  the  horizon  astonishingly  clear.  I  scarcely  recollect 
having  more  delightful  weather — steady  glass — smooth  water — everything  indicating  midsummer,  more 
than  the  last  48  hours. 

Feb.  6.  Lat.  34°  59'  N. ;  long.  49°  01'  W.  Observed  variation,  9°  40'  W.  Barometer,  29.6;  tem- 
perature of  air,  68°;  of  water,  72°.  Winds:  S.  S.  E.,  S.,  S.  First  part,  fine;  middle,  barometer,  falling 
fast ;  dirty  appearances  ;  observed  variation  at  sunset,  9.40  W. 

Feb.  7.  No  observations.  Barometer,  29.00;  temperature  of  air,  66°;  of  water,  72°.  Winds:  S.  S. 
W.,  W.,  N.  N.  E.  Cloudy,  dirty  weather;  not  much  wind;  barometer  steadily  falling;  ship  under  short 
canvas ;  heavy  appearances  all  round,  and  every  appearance  of  a  heavy  gale. 

Feb.  8.  No  observations.  Barometer,  28.6  ;  temperature  of  air,  64°  ;  of  water,  72°.  Winds:  N.N. 
E.,  N.  E.,  S.  W.     Glass  still  falling ;  heavy  appearances ;  everything  "  snug"  for  a  "  blow." 

Feb.  9.  No  observations.  Barometer,  28.4;  temperature  of  air,  64°;  of  water,  72°.  Winds:  S.  W., 
W.,  W.  N.  W.  During  the  first  and  middle  part,  barometer  fell  to  28.2,  with  very  bad-looking  weather. 
At  sunrise  there  was  but  little  wind,  but  in  less  than  half  an  hour,  it  blew  furiously  at  S.  W.,  veering  to  the 
W.;  the  sea  rose  so  rapidly  I  was  obliged  to  "scud ;"  by  9  A.  M.,  although  the  wind  was  blowing  very  heavy, 
the  glass  began  to  rise.  Owing  to  the  ship  being  deep  and  steering  badly,  I  was  induced  to  try  what  I  had 
frequently  heard  of,  namely :  paying  a  hawser  out  astern.     I  middled  and  payed  out  45  fathoms  of  11  inch 


OF  THE   PASSAGE   AROUND  CAPE   HORK.  493 

hawser  on  each  quarter,  and  found  instant  relief;  so  much  so,  that  I  shall  most  assuredly  adopt  it  hereafter 
in  bad-steering  ships. 

Feb.  10.  No  observations.  Barometer,  28.6;  temperature  of  air,  68°.  Wind :  W.  N.  W.  throughout. 
The  gale  still  continuing,  but  every  appearance  of  abating.  I  cannot  forbear  expressing  the  great  benefit 
resulting  from  the  trial  with  "  hawser ;"  feel  satisfied  I  could  not  have  "  scudded"  without  it.  I  regret 
being  driven  to  the  E. 

Feb.  11.  Lat.  27°  06'  K;  long.  38°  42'  W.  Current,  S.  E.  Barometer,  29.00;  temperature  of  air, 
70° ;  of  water,  72°.  Winds :  W.,  W.  S.  W.,  S.  W.  First  part,  moderating,  and  hauling  to  westward  and 
southwest.  Since  observation  of  6th,  we  have  had  40  miles  of  S.  E.  set.  In  all  my  voyages  across  the 
equator,  I  have  never  been  so  far  east  in  this  parallel  before ;  for  although  there  can  be  no  doubt  that  the 
westwardly  route  is  best,  yet  I  have  had  a  great  desire  to  give  it  a  fair  trial  by  'keeping  further  than  usual 
to  the  westward. 

Feb.  12.  Lat.  25°  34'  K;  long.  36°  31'  W.  Current,  W.  S.  W.,  i  knot.  Variation,  11°  -W.  Baro- 
meter, 29.6;  temperature  of -air,  70°;  of  water,  72°.  Winds:  S.  W.,  S.,  S.  Throughout,  moderate  from 
southern  board,  with  a  heavy  N.  W.  swell,  for  which  I  allow  15  miles  set;  during  the  24  hours,  everything 
apparently  combines  to  capsize  my  calculations.     Variation  observed,  11°  5'  W. 

Feb.  13.  Lat.  25°  18'  K;  long.  35°  42'  W.  Current,  W.  S.  W.,  i  of  a  knot.  Barometer,  29.8  ; 
temperature  of  air,  72°;  of  water,  72°.  Winds:  S.  S.  E.,  S.  E.,  S.  E.  During  these  24  hours  tacked 
several  times  to  avail  of  a  point  or  two  in  the  wind.     My  great  object  is  to  make  southing  when  possible. 

Feb.  14.  Lat.  24°  34'  K ;  long.  35°  56'  W.  No  current.  Barometer,  29.7  ;  temperature  of  air,  72°  ; 
of  water,  72°.  Winds:  S.  S.  E.,  S.  S.  E.,  S.  Wind  still  hanging  to  the  southward  as  I  have  never  known 
before.  Of  course,  I  fully  expected  the  trades  ere  this,  which  perhaps  increases  the  annoyance,  as  I  shall 
almost  entirely  be  deprived  of  availing  of  the  Pilot  Chart,  which  I  approve  of  so  much,  that  a  trial  thereof 
is  imperative  on  me. 

Feb.  15.  Lat.  23°  30'  N. ;  long.  35°  12'  W.  No  current.  Barometer,  29.6  ;  temperature  of  air,  73°; 
of  water,  72°.  Wind:  variable,  from  S.  to  W.  throughout.  I  feel  buoyed  up,  that  I  am  really  to  have 
the  "trades"  soon;  since  the  12th,  a  heavy  N.  W.  swell. 

Feb.  16.  Lat.  21°  40'  N.;  long.  34°  00'  W.  No  current.  Variation,  13°  20'  W.  Barometer, 
29.06;  temperature  of  air,  73°;  of  water,  72°.  Wind:  west  throughout.  Wind  breezing  up  again  from 
westward. 

Feb.  17.  Lat.  20°  26'  N. ;  long.  32°  58'  W.  Barometer,  29.9  ;  temperature  of  air,  72° ;  of  water,  72°. 
Wind :  W.  S.  W.  throughout.  Wind  light  and  steady  from  W.  S.  W.,  with  a  tremendous  N.  W.  swell, 
giving  strong  assurance  that  a  gale  has  prevailed  in  that  quarter,  which  may  have  interrupted  the  "trades." 
I  think  this  the  only  reasonable  way  of  accounting  for  their  absence ;  longitude  per  sun  and  moon  33°  3', 
chronometer,  32°  58'. 

Feb.  18.  Lat.  20°  00'  N. ;  long.  31°  44'  W.  No  current.  Barometer,  30.10 ;  temperature  of  air,  74° ; 
of  water,  73°.     Winds:  S.  W.,  calm,  N.N.  W.     Light  airs  from  southward  ;  middle,  calm— heavy  clouds 


494  THE  WIND  AND  CURRENT  CHARTS. 

tritli  lifhtning  to  the  N.  W. ;  the  only  indication  of  "  trades"  is  in  the  rise  of  the  barometer,  which  I  have 
generally  paid  some  attention  to.  During  15  voyages  across  the  equator,  as  master,  I  have  never  experi- 
enced anything  like  the  present  voyage ;  for,  at  this  season  of  the  year,  we  have  every  reason  to  expect  the 
favorable  winds  of  the  "trades"  after  passing  the  parallel  of  25°.  It  would  be  a  matter  of  much  satisfac- 
tion to  know  what  influence  has  thus  thwarted  them. 

Feb.  19.  Lat.  17°  20'  K ;  long.  32°  52'  "W.  Current,  i  knot,  W.  S.  W.  Barometer,  30.10  ;  tempera- 
ture of  air,  75°  ;  water,  74°.  Winds :  N.,  N.  E.,  N.  E.  First  part,  light  from  northward ;  middle,  inclining 
to  eastward ;  latter,  fine  breezes  and  hazy  appearances  of  these  winds.  The  weather  is  really  delightful, 
and  quite  a  treat,  after  the  annoyances  of  the  last  ten  days.  I  hardly  yet  dare  to  congratulate  myself  that 
the  long  looked-for  trades  have  come  at  last,  but  hope  such  will  prove  the  case. 

Feb.  20.  Lat.  14°  32'  N. ;  long.  32°  20'  W.  Current,  J  knot,  W.  S.  W.  Observed  variation,  11°  15'. 
Barometer,  30.02 ;  temperature  of  air,  7G° ;  of  water,  75°.  Winds:  N.  B.,  E.  N.  E.,  E.  K  E.  Fine  breezes; 
everything  out,  skysails,  royal-steering  sails,  &c.,  going  about  6  knots.  The  atmosphere  extremely  hazy ; 
the  remains  of  a  new  swell  still  perceptible;  observations,  sun  and  moon,  32°  17' ;  chron.  32°  20'.  During 
these  24  hours,  have  observed  very  great  rippling,  resembling  in  some  instances  the  "  tide  rips"  of  "Nantucket 
Shoals ;"  tried  the  temperature  frequently  without  experiencing  any  change.  I  had  intended  to  make  the 
remark  before,  that  we  have  not  seen  a  bird  or  fish  of  any  kind  since  crossing  the  tropic,  which  must  be 
considered  very  unusual,  particularly  with  regard  to  the  birds. 

Feb.  21.     Lat.  12°  16'  N.;  long. .     Current,  I  knot,  W.    Barometer,  30.02;  temperature  of  air, 

76°  ;  of  water,  75°.  Winds:  E.  N.  E.,  E.,  N.  E.  Light  winds,  and  every  indication  of  losing  the  "  trades ;" 
the  glass,  however,  keeps  up.  It  may  not  perhaps  be  amiss  to  pay  some  attention  throughout  this  abstract  to 
the  barometer  with  reference  to  indicating  the  trade-winds.  The  rise  and  fall  thereof,  I  have  frequently 
noticed  on  entering  and  leaving  the  vicinity  of  trades.  During  these  24  hours,  the  ripplings  have  been 
very  strong,  without  any  apparent  change  in  temperature. 

Feb.  22.  Lat.  9°  49'  N.;  long.  30°  30'  W.  Current,  one  knot,  W.N.  W.  Variation,  10°.  Barometer, 
30.2  ;  temperature  of  air,  77°  ;  of  water,  76°.  Winds :  K  E.,  E.  K  E.,  E.  Light  winds  and  hazy  atmo- 
sphere ;  very  frequent  ripplings,  more  apparent  from  the  extreme  smoothness  of  the  water ;  during  the 
night  squalls,  unattended  with  rain ;  sun  and  moon,  20°  31' ;  variation  observed,  10°. 

Feb.  23.  Lat.  7°  13'  N. ;  long.  29°  45'  W.  Current,  one  and  a  half  knots,  N.  W.  Barometer,  30.1 ; 
temperature  of  air,  78° ;  of  water,  78°.  Winds  :  E.  by  N.,  E.  N.  E..,  E.  by  N.  Light  breezes  and  hazy 
weather ;  water  smooth,  rippling  very  strong,  indicating  a  strong  N.  W.  current.  These  24  hours  the 
weather  very  fine,  and,  although  the  barometer  has  fallen  Jg,  there  is  no  apparent  indications  of  losing  our 
present  favorable  wind. 

Feb.  24.  No  observations.  Current,  one  and  a  quarter  knots,  K  W.  Barometer,  29.9  ;  temperature 
of  air,  79°;  of  water,  79°.5.  Winds:  E.N.  E.,  K  E.,  E.  S.E.  First  and  middle  parts,  fine;  midnight, 
barometer,  30.1,  at  4  A.  M.  29.9  ;  daylight,  heavy  appearances  to  S.  E. ;  from  daylight  to  meridian,  frequent 
squalls  of  wind  and  rain  from  S.  E.     Since  19th,  the  barometer  has  remained  up  until  within  two  hours  of 


OF  THE  PASSAGE  AROUND  CAPE  HORN.  495 

change  from  K.  E.  to  S.  E.  I  here  predict  it  will  remaia  below  30°  until  we  cross  the  equator,  or  get 
without  the  influence  of  the  rainy  latitude. 

Feb.  25.  Lat.  3°  10'  X.;  long.  28°  40'  W.  Current,  one  knot,  K  W.  Barometer,  29.9 ;  temperature 
of  air,  83°;  of  water,  81°.  Wind:  E.  S.  E.  Heavy  squalls  during  first  part;  middle,  strong  breezes  and 
heavy  head  sea ;  latter  part,  squally.  During  these  24  hours,  the  barometer  has  fluctuated  a  tenth  several 
times  ;  weather  very  warm  and  sultry;  the  first  "Mother  Carey's  chicken"  of  the  voyage  seen  to-day.  Thus 
far,  the  voyage  has  been  extremely  barren  of  incident,  not  having  seen  any  vessels  for  20  days,  and 
scarcely  a  bird  or  fish  of  any  kind, 

Feb.  26.  No  observations.  Current,  three-quarters  of  a  knot,  N.  W.  Barometer,  29.9 ;  temperature 
of  air,  82° ;  of  water,  82°.  Winds :  E.  S.  E.,  S.  E.  to  S.  S.  K,  S.  E.  to  S.  by  E.  Throughout,  heavy  squalls 
rising  at  south;  working  round  to  S. E.,  with  frequent  heavy  rain;  weather  very  murky  and  close,'at  times 
quite  oppressive. 

Feb.  27.  Lat.  2°  24' N.;  long.  28°  57' W.  Half  knot  current,  W.  K  W.  Barometer,  29.8;  tempera- 
ture of  air,  82° ;  of  water,  82°.     Calm  throughout,  with  much  rain ;  a  confused  sea  from  S.  S.  E. 

Feb.  28.  No  observations.  Current,  half  knot  W.  Barometer,  29.8 ;  temperature  of  air,  82°  ;  of 
water,  82°.  Wind:  E.  S.  E.,  calm.  Throughout,  light  airs  and  calm;  heavy  looking  squalls,  but  unat- 
tended with  wind  ;  considerable  rain  at  times. 

March  1.  Lat.  0°  29'  K;  long.  29°  55'  W.  Current,  three-quarters  of  a  knot,  W.  Barometer,  29.8  ; 
temperature  of  air,  84°;  of  water,  82°.  Winds:  E.  S.  E.,  E.  S.E.,  S.E.  First  and  middle  part,  heavy 
squalls  of  rain ;  barometer  fell  to  29.7  at  4  A.  M.,  up  again  to  29.9  ;  heavy  head  sea  from  S.  by  E. 

March  2.  Lat.  1°  27'  S. ;  long.  80°  49'  W.  Current,  one  knot,  W.  Barometer,  29.7 ;  temperature  of 
air,  82° ;  of  water,  82°.  Winds :  S.  E.,  S.  E.,  S.  S.  E.  Throughout,  fresh  and  squally  from  S.  E.,  with  rain ; 
of  course,  ship  "  close  hauled ;"  heavy  head  sea  from  S.  by  E. 

March  3.  Lat.  2°  44'  S. ;  long.  32°  04'  W.  Current,  one  knot,  W.  Barometer,  29.8 ;  temperature  of 
air,  83°;  of  water,  82°.  Winds:  S.E.  by  S.,  S.  S.  E.,  S.S.  E.  Throughout,  moderate  weather,  assuming 
the  settled  weather  of  the  "  trades,"  oyily  requiring  a  rise  in  the  barometer  to  assure  me  of  that  fact,  and  I  con- 
fidently expect  the  coming  24  hours  will  so  see  it. 

March  4.  Lat.  1°  27'  S.;  long.  33°  35'  W.  Current,  one  and  a  half  knots,  W.  K  W.  Barometer, 
29.9;  temperature  of  air,  83°;  of  water,  82°.  Winds:  S.  S.E.,  S.  E.,  S.E.  Throughout,  moderate,  fine 
weather ;  close  hauled  by  the  wind.     Mer.  Barometer,  30.* 

March  5.     Lat.  6°  8'  S. ;  long.  34°  37'  W.     Current,  1  knot,  W.  N.  W.    Barometer,  30.1 ;  tempera- 


*  "I  have  no  doubt  that,  although  for  the  last  few  days  the  -wind  has  been  scant,  yet  2°  or  even  3°  more  to  west  would  have 
enabled  me  to  cross,  say  in  31  J°  or  32°  without  any  fear,  as,  from  the  experience  of  many  voyages  to  Pernambuco,  I  never  found  any 
difficulty  in  getting  past  .'Cape  St.  Roque,'  even  in  crossing  in  34°  on  one  occasion.  In  the  event  of  falling  to  leeward,  I  would  recommend 
beating  along  shore  inside  the  rep/ always.  There  arc  no  dangers  but  visible  ones;  at  least  I  found  such  the  case,  in  beating  up  from 
the  'Rio  Amnzonas,'  a  few  years  back." 


496  THE  WIND  AND  CURRENT  CHARTS. 

ture  of  air,  84°;  of  water,  82°.  "Winds:  S.  E.,  S.  E.  by  E.,  S.  E.  Throughout,  moderate,  fine  weather; 
every  appearance  of  trades  ;  barometer  up ;  at  8  A.  M.  made  the  land. 

March  6.  Lat.  8°  8'  S. ;  long.  34°  30'  W.  Current,  1  knot,  N.  W.  Variation  observed,  2°  W. 
Barometer,  30.2 ;  temperature  of  air,  84°  ;  of  water,  82°.  Winds :  S.  E.,  E.  by  S.,  E.  S.  E.  Throughout, 
moderate  and  fine  weath&r ;  consider  myself  as  fairly  within  the  trades. 

Mem. — Having,  as  I  consider,  got  to  the  westward  far  enough  to  make  sure  of  not  being  driven  back, 
it  may  not  be  out  of  place  to  give  my  humble  opinion  with  regard  to  the  mooted  point  of  making  the 
passage  around  this  bug-aboo.  Cape  Horn.  I  most  distinctly  disagree  with  those  who  recommend  keeping 
to  the  eastward  of  the  Falkland  Islands;  not  conceiving  the  necessity  of  keeping  so  far  to  leeward, 
rendering  the  beating  against  a  heavy  head  sea  and  strong  current  necessary.  The  chances  for  S.  E. 
winds  do  not,  in  my  opinion,  make  up  for  the  great  difference  in  distance  between  eastern  and  western 
sides  of  those  islands.  My  opinion  is  not  predicated  solely  on  the  beautiful  weather  I  experienced  to  the 
westward  of  those  islands ;  but  to  the  fact,  that  to  the  northward  and  westward  of  Staten  Land,  you  are  in 
a  measure  free  from  the  heavy  S.  "W.  swell ;  which,  by  reference  to  that  part  of  this  abstract,  it  will  be 
observed  I  had  very  smooth  water,  and  so  continued  until  I  passed  Staten  Land.  In  Eio,  I  had  frequent 
conversations  with  several  whale  captains,  and  their  opinions  are  in  conformity  with  my  own.  I  do  not 
hesitate  to  say  the  winter  months  (May,  June,  and  July),  are  the  best  for  doubling  the  cape,  with  more  cer- 
tainty of  easterly  winds ;  the  only  drawback  being  the  interminable  long  nights.  After  all,  I  feel  sure  that 
masters  in  the  European  trade,  who  have,  during  the  California  fever,  made  the  passage  around  the  cape, 
will  agree  with  me  in  saying,  doubling  Cape  Horn  is  nothing  in  comparison  with  making  the  passage  from 
Liverpool  to  New  York,  during  our  winter  months. 

June  2.  Lat.  55°  09'  S.;  long.  77°  30'  W.  Barometer,  30.1 ;  temperature  of  air,  36°;  of  water,  41°. 
Winds  :  S.  W.,  S.  W.,  S.  W.  by  S.     Throughout,  heavy  from  S.  W.,  frequent  squalls  of  snow  and  rain. 

June  8.  No  observations.  Barometer,  29.7;  temperature  of  air,  34°;  of  water,  42°.  Winds:  S.  W. 
by  W.,  and  W.  N.  W.  First  part,  strong  ;  middle,  more  moderate  with  rain.  Ends  strong  with  constant 
rain ;  under  short  canvas,  heading  to  S.  W. 

June  4.  No  observations.  Barometer,  29.5  ;  temperature  of  air,  44° ;  of  water,  42°.  Winds:  W.  N.  W., 
W.,  W.  Throughout,  heavy  gales  with  constant  rain ;  barometer  rose  to  30.2,  but  fell  again  towards  day- 
light ;  weather  very  disagreeable ;  filled  all  our  empty  casks  with  most  excellent  water;  this  may  be  considered 
rather  singular  at  this  season  and  in  this  latitude. 

June  5.  Lat.  52°  13'  S. ;  long.  79°  15'  W.  Barometer,  29.4 ;  temperature  of  air,  46° ;  of  water,  43°. 
Wind  :  W.  throughout,  strong  from  the  westward. 

June  6.  Lat.  49°  49'  S. ;  long.  80°  05'  W.  Current,  two  and  three-quarter  knots.  Yariation,  23°10'. 
Barometer,  29.7;  temperature  of  air,  44°;  of  water,  44°.  Winds:  W.  by  N.,  S.  S.  W.,  S.  First  part, 
moderate  ;  middle,  squally  with  rain  from  southward.     Ends  same. 

June  7.    Lat.  46°  28'  S. ;  long.  80°  47'  W.   Current,  N.  N.  E.,  half  knot.   Barometer,  29.7  ;  temperature 


OF  THE  PASSAGE  AROUND  CAPE  HOBX.  497 

of  air,  46°;  of  water,  45°.     Winds:  S.  S.  W.,  S.  W.,  S.  W.    Throughout,  heavy  with  frequent  squalls  of 
wind  and  rain.    The  weather  feels  much  colder  than  any  we  have  yet  had. 

June  8.  Lat.43°  17' S.;  long.  82°  11' W.  Variation,  22°  15'.  Baronneter,  30.1;  temperature  of  air, 
49°;  of  water,  47°.  Winds:  S.  W.,  S.  S.  W.,  S.  Throughout,  strong  breezes,  and  frequent  heavy  rain 
squalls  attended  with  much  rain. 

June  9.    Lat.42°20' S.;  long. .    Barometer,  30.3;  temperature  of  air,  51°;  of  water,  48°.    Wind: 

S.  and  variable.    First  part,  light ;  middle,  variable  and  calm.  « 

June  10.  No  observations.  Barometer,  30.0 ;  temperature  of  air,  49°;  of  water,  49°.  Wind:  K  W. 
First  part,  light;  middle,  fresh;  latter,  strong,  and  dirty  appearances. 

June  11.  No  observations.  Barometer,  29.8 ;  temperature  of  air,  52°;  of  water,  53°.  Winds:  N.  W. 
W.  N.  W.,  W.  N.  W.    Throughout,  dirty,  drizzling  weather ;  blowing  strong  at  times. 

June  12.  Lat.  38°  53'  S. ;  long.  79°  30'  W.  Barometer,  29.9 ;  temperature  of  air,  54°;  of  water,  54°. 
Winds :  W.  N.  W.,  N.  W.,  N.  W.    Throughout,  moderate ;  constant  drizzling  rain :  very  unpleasant. 

June  13.  No  observations.  Barometer,  29.4;  temperature  of  air,  54°;  of  water,  54°.  Wind:N.  W. 
by  N.  throughout.     Throughout,  moderate ;  constant  drizzling  rain;  heavy  W.N.  W.  swell. 

June  14.  Lat.  38°  03'  S. ;  long.  80°  12'  W.  Barometer,  29.4 ;  temperature  of  air,  60 ;  of  water,  54°. 
Winds:  N.  W.,  W.  N.  W.,  N.  W.  Throughout,  a  most  shocking  bad  24  hours ;  calm,  heavy  gales,  torrents 
of  rain,  lightning,  &c.  This  is  the  only  really  had  weather  I  have  yet  had,  and  altogether  I  have  seen 
very  few  more  decidedly  unpleasant  in  my  life.  It  is  perhaps  rendered  more  so  from  not  expecting  any 
thing  of  the  kind,  presuming  bad  times  had  passed,  with  passing  the  cape. 

June  15.  No  observations.  Barometer,  29.3 ;  temperature  of  air,  62'' ;  of  water,  55°.  Winds :  N.W., 
N.  W.,  W.  N.  W.  First  part,  strong ;  middle,  moderate.  Ends  heavy  gales  and  torrents  of  rain.  The 
barometer  (during  the  last  four  days)  has  fluctuated  repeatedly  from  30  to  29;  several  times  in  the  course 
of  eight  hours,  presenting  the  most  remarkable  fluctuations  I  ever  witnessed.  Since  10th,  the  weather 
has  been  very  much  like  the  month  of  March,  north  34^°  on  the  coast  of  United  States. 

June  16.  Lat.  36°  28'  S. ;  long.  78°  38'  W.  Barometer,  29.6;  temperature  of  air,  64°;  of  water,  55°. 
Winds:  N.  W.,  W.  N.  W.,  W.  First  and  middle,  very  heavy  gale.  Ends  moderating;  barometer  down 
several  times  to  29. 

June  17.  Lat.  34°  28'  S.;  long.  78°  59'  W.  Barometer,  30.00;  temperature  of  air,  65° ;  of  water,  56°. 
Winds :  W.,  W.  S.  W.,  S.    Throughout,  moderate.     At  7  A.  M.  Juan  Fernandez  in  sight,  bearing  north. 

June  18.  Lat.  34°  09'  S. ;  long.  80°  01'  W.  Barometer,  29.8  ;  temperature  of  air,  65° ;  of  water,  56°. 
Winds :  calm,  N. N.  W.,  N.  W.  First  part,  calm ;  middle,  strong;  latter,  blowing  hard,  much  rain.  Baro- 
meter fluctuating  ^^  several  times  during  the  24  hours.    At  8  A.  M.  Massafuera  in  sight,  west  per  compass. 

June  19.    No  observations.    Barometer,  29.6;  temperature  of  air,  65;  of  waterj  57°.    Wind:  N.  W. 
throughout.     Throughout,  heavy  weather,  with  almost  constant  rain.    The  fluctuations  in  barometer  still 
continuing,  causing  a  deal  of  uneasiness ;  I  have  never  had  anything  like  it  before;  and  this,  after  being  an 
attentive  observer  of  that  instrument  for  more  than  twenty-two  years. 
63 


498  THE  WIND  AND  CURRENT  CHARTS. 

June  20.  Lat.  32°  10'  S.;  long.  78°  88'  W.  Barometer,  29.6 ;  temperature  of  air,  66°  ;  of  water,  58°. 
Winds  :  N.  W.,  N.  N.  "W".,  "W.  Throughout  variable,  but  most  remarkable  ;  from  calm  to  lying  to,  torrents 
of  rain,  clear,  lightning,  heavy  sea,  smooth  as  a  mill-pond ;  and  thus,  during  the  24  hours,  every  variety  of 
weather  under  the  sun,  with  the  same  fluctuations  in  the  barometer.  I  am  disposed  to  think  all  this  is 
occasioned  by,  or  a  prelude  to,  some  great  change,  perhaps  an  earthquake  ;  who  knows  ? 

June  21.  Lat.  29°  58'  S. ;  long.  79°  41'  W.  Barometer,  29.9  ;  temperature  of  air,  63°  ;  of  water,  59°. 
Winds:  S.  W.,  S.,  S.  S.  W.     Throughout  squally  with  rain  ;  wind  during  squalls  hauling  far  as  W.  N.  W. 

June  22.  Lat.  28°  46'  S. ;  long.  79°  53'  W.  Barometer,  30.00  ;  temperature  of  air,  65°  ;  of  water,  59°. 
Winds:  S.  S.  W.,  calm,  IST.  W.  First  part,  squally  ;  middle,  calm ;  latter  part,  moderate.  By  looking  back, 
it  will  be  seen  I  have  been  unable  to  get  to  the  west,  being  desirous  of  cros^ng  the  equator  about  115°,  at 
the  suggestions  of  many  experienced  "whalemen."  My  own  judgment  would  have  suggested  90°,  but  the 
above  advisers  recommend  their  crossing  far  west,  on  account  of  better  winds. 

June  23.  Lat.  .^6°  50'  S. ;  long.  78°  45'  W.  Variation  observed,  13°  50'.  Barometer,  29.9  ; 
temperature  of  air,  66°  ;  of  water,  62°.  Wind :  N.  W.  throughout.  Throughout,  light  winds  and  smooth 
water ;  wind  at  times  favoring,  so  as  to  lay  north,  but  mostly  N.  N.  E.,  which,  with  the  variation,  makes 
easting  fast. 

June  24.  Lat.  25°  29'  S. ;  long.  79°  40'  W.  Current,  N.  N.  E.,  half  knot.  Barometer,  30.00;  tem- 
perature of  air,  66° ;  of  water,  64°.  Winds  :  W.,  W.  S.  W.,  S.  W.  Throughout,  light  winds  and  drizzling 
rain  most  of  the  time;  but  wind  being  so  much  better  of  late,  the  change  is  quite  acceptable. 

In  consideration  of  this  very  strong  evidence  in  favor  of  the  western  or  new  route  to  the  line,  I  quote 
an  extract  from  the  log-book  of  the  brig  Eolian,  C.  A.  L.  Blanchard,  master. 

The  Eolian  sailed  from  New  York,  May,  3,  1851,  with  the  Charts  on  board.  She  crossed  the  equator 
in  31°  W.,  June  the  9th — passed  St.  Eoque,  June,  12  (40  days  out),  without  going  to  the  west  of  longitude 
33°. 

The  captain,  in  compliance  with  my  general  request,  that  every  navigator  would  state  in  his  abstract 
whether  he  had  a  longer  or  shorter  passage  than  vessels  arriving  about  the  same  time  without  the  Charts, 
says : —        . 

"  You  will  see  by  this  abstract,  my  passage  has  been  somewhat  lengthy,  but,  in  comparison  with  many 
vessels  which  have  arrived  without  your  Sailing  Directions,  it  has  been  short.  One  barque  from  Boston 
having  a  passage  of  seventy-five  days,  and  two  Baltimore  vessels  (fast  sailers)  had  a  passage  of  sixty-eight 
and  seventy  days  ;  'also  one  from  the  same  port  of  eighty-five  days.  The  above  vessels  crossed  the  line  far 
to  the  eastward." 

I  have  also  the  abstract  of  the  N.  B.  Palmer  {Charles  P.  Low,  master),  that  sailed  from  New  York, 
April  7  (4  days  after  the  Eolian),  also  with  the  Charts  on  board.     She  too  took  the  new  route — she  passed 


OF  THE  PASSAGE  ABOUND  CAPE  HORN.  499 

the  Eolian,  May  10  (the  third  day  out).  Both  vessels  that  day  crossed  the  parallel  of  37°  N.;  the  Eolian 
in  longitude  56°,  but  the  N.  B.  Palmer  8°  farther  west.  This  ship  crossed  the  line  in  31°  "W.,  June  2, 
and  the  parallel  of  Eio,  June,  15,  or  two  weeks  ahead  of  the  Eolian  ;  and  from  59  to  46  days  ahead  of  the 
vessels  mentioned  by  Captain  Blanchard,  which  had  not  the  Wind  and  Current  Charts,  and  which  went  the 
old  route.  ... 

So,  also,  with  Captain  Caldwell,  of  the  Great  Britain.    I  quote  hia  letter,  and  extract  from  his  very 
valuable  abstract  log,  because  of  the  information  which  they  give  as  to  the  Cape  Horn  passage. 

"  June  14,  1852  (San  Fkancisco).  I  herewith  forward  you  the  abstract  log  of  ship  Great  Britain,  of 
Boston,  under  my  commandJSrom  New  York  to  this  port.  The  ship  is  25  years  old,  and  not  a  clipper.  The 
ship  John  Jay  sailed  in  company,  not  yet  arrived.  The  last  I  heard  from  her  she  was  at  Rio,  leaky.  I  do 
.  not  know  whether  she  had  your  Charts.  The  clipper  ship  Aramingo  left  New  York  three  days  after  we 
did,  say  12th  January,  without  your  Charts,  went  nearly'to  the  Western  Islands,  crossed  the  line  in  about 
26°  W.,  went  east  of  Falkland  Islands,  I  believe,  and  arrived  here  one  day  after  I  did,  say  138  days,  with- 
out stopping.  On  my  Chart  (Blunt's),  I  find  St.  Paul's  Island  placed  in  long.  28°  20'  W.,  and  in  some 
editions  of  Bowditch  the  same;  while  in  other  editions,  and  in  Horsburg's  Directory,  29°  15'  to  29°  22'  W. 
As  this  island  is  directly  in  the  track  of  outward  bound  ships,  it  is  important  that  all  charts  and  hooks  should 
be  correct.  I  passed  close  to  it,  having  had  a  good  observation  in  the  morning.  It  was  cloudy  when  I 
passed  it,  about  4  or  5  P.  M.,  but  there  is  no  doubt  that  it  is  in  about  29°  20'*  and  not  28°  20'.  With 
regard  to  your  Charts,  allow  me  to  say  I  think  very  highly  of  them.  I  crossed  the  equator  in  about  30°  in 
26  J  days  from  New  York,  after  losing  my  tiller  and  being  thereby  detained  16  hours  with  a  strong  fair  gale. 
I  passed  to  the  windward  of  Noronha,  cleared  St.  Roque  and  St.  Augustine,  and  the  first  time  I  tacked  ship 
from  New  York  was  south  of  Rio,  which  I  passed  in  less  than  37  days,  with  a  very  deep  ship.  Passed 
through  the  Straits  of  Le  Maire  in  60  and  Cape  Horn  in  less  than  61  days.  After  that,  I  had  miserable 
chances.  Having  been  nearly  20  years  a  shipmaster,  and  having,  during  my  passage,  given  the  subject 
much  consideration,  I  will  venture,  at  the  risk  of  being  thought  presuming,  to  state  my  own  views  on  the 
passage  from  Cape  Horn  to  this  port.  Being  up  with  Cape  Horn,  I  would  improve  all  opportunities  of 
making  westing,  with  very  little  regard  to  latitude,  except  to  keep  clear  of  the  land,  till  in  long,  of  80°  W., 
then,  if  wind  permitted,  edge  off  very  gradually  to  the  N.  and  shape  my  course  so  as  to  be  in  the  long,  of 
110°  W.,  in  about  30  S.  lat.;  here  you  may  expect  to  get  the  S.  E.  trades;  and  then  make  a  due  north 
course  till  I  took  the  N.  E.  trades.  My  reasons  are  that  you  would  thus  make  your  westing  where  the  degrees 
are  short,  and  then  cross  the  entire  S.  E.  trades  on  a  course  that  would  let  all  your  canvas  draw,  instead  of 
running  so  much  before  the  wind  as  to  becalm  your  head* sails.  You  would  thus  take  the  N.  E.  trades  in 
about  110°  W.,  which  is  as  far  east  as  desirable.  You  will  see  by  the  log  that  the  doldrums  did  not  detain 
me  much  on  either  side." 


•  Its  position  was  accurately  determined  by  the  officers  of  the  U.  S.  ship  Marion,  in  1849,  to  be  in  long.  29°  18'  W.,  and  it  is 
accurately  laid  doT\n  on  the  Wind  and  Current  Charts. — M.  F.  M. 


500  THE  WIND  AND  CURKENT  CHARTS. 

From  Captain  Sears,  of  the  Wild  Eanger,  San  Francisco,  October  25,  1853. 

I  followed  your  track  to  the  equator  for  July,  and  had  a  passage  of  28  days  to  the  equator;  crossed 
in  32°  20';  just  cleared  Kocas,  and  then  had  a  very  hard  chance  to  Cape  Horn.  I  highly  approve  of  your 
track  from  Boston  to  the  equator,  and  have  no  doubt  but  that  I  gained  by  following  your  instructions.  I 
found  very  little  current  near  St.  Eoque.  I  intended  to  have  gone  through  Straits  of  Le  Maire,  but  the 
wind  being  S.  "W.,  I  could  not  get  far  enough  to  westward,  and  thought  it  better  to  pass  eastward  of 
Staten  Land.  With  regard  to  a  passage  around  Cape  Horn,  I  would  say  I  have  seen  worse  weather 
between  Boston  and  Liverpool  in  September,  than  I  have  seen  for  this  passage  north  of  the  equator.  I 
had  a  long  spell  of  calm  weather,  which  prolonged  my  passage.  But  find,  on  arrival,  that  I  was  in  com- 
pany with  four  other  clipper  ships,  and  all  arrived  here  same  day.  j^ 

Shij)  Huguenot  (J.  G.  Stover),  San  Francisco. 

May  24,  1853.     The  ship  George  Evans  arrived  here  three  days  after  we  did,  in,  I  believe,  151  days 
from  Philadelphia ;  he  crossed  the  equator  on  this  side  in  105° ;  has  not  your  Charts  on  board. 
The  ship  Astrea,  which  sailed  from  New  York  two  days  before  us,  has  not  yet  arrived. 

Cape  Horn  navigators  should  not  forget  that  the  prevailing  winds  encountered  in  doubling  the  cape 
are  westerly  winds ;  that  the  Andes,  which,  in  fact,  terminate  only  with  the  continent,  stand  up  as  a  barrier 
to  these  winds ;  and  consequently,  these  winds  come  around  the  cape  in  violent  sweeps,  puffs,  and  galea,  as 
they  do  around  the  bluff  point  of  land  in  a  harbor,  or  the  corner  of  a  building  on  shore ;  and  that  the 
strength  of  these  sweeping  winds  is  probably  felt  with  more  force  near  the  cape  than  it  is  at  a  considerable 
distance  off,  and  out  of  the  influence  of  the  land  upon  the  course  and  velocity  of  the  wind. 

Therefore  I  would  advise  navigators,  in  doubling  the  cape,  first  to  pass  through  the  Straits  of  Le 
Maire,  if  practicable,  and,  if  they  can,  accomplish  it  by  daylight,  for  the  currents  are  unfrequently  strong 
and  conflicting  there ;  to  hug  the  cape  as  closely  as  the  winds  on  one  hand  and  the  rocks  on  the  other  will 
allow,  and  so  make  westing  down  there  when  the  degrees  are  short,  as  fast  as,  without  fighting  adverse 
winds  and  weather,  they  may  do,  until  they  cross,  if  bound  to  California,  the  parallel  of  o0°  S.,  between  the 
meridians  of  80°  and  90°  west. 

But  if,  after  getting  through  the  straits,  and  before  doubling  the  cape,  a  westerly  gale  strike  them  in 
the  teeth,  then,  instead  of  stopping  there  off  the  pitch  of  the  cape  to  fight  against  it,  with  the  intention  of 
holding  their  own  until  the  gale  abates,  or  the  wind  slants  so  as  to  let  them  get  round,  I  think  the  chances 
would  be  altogether  in  their  favor,  by  sticking  her  away  south,  under  the  expectation  that  they  would  soon 
get  out  of  the  strength  of  the  winds,  which,  eddji^like,  come  sweeping  around  Cape  Horn,  sometimes  at  one 
distance,  sometimes  at  another,  according  to  the  direction  of  the  gale.  But  even  in  doing  this,  the  naviga- 
tor who  is  desirous  of  making  a  quick  passage,  will  not  fail  to  take  advantage  of  slants.  He  will  always 
prefer,  until  he  doubles  the  cape,  the  tack  upon  which  he  can  make  the  most  westing.  Vessels  intending 
to  touch  at  Valparaiso,  or  any  of  the  Intermedios,  need  not  care  to  get  so  far  west  while  they  are  south 


OF  THE   PASSAGE  AROUND  CAl'E   HORN.  501 

of  the  parallel  of  50°,  even  when  the  winds  are  fair,  as  vessels  that  are  bound  farther  north,  as  to  California, 
for  example.  Let  these  last  make  westing  whenever  they  can,  without  making  southing  also.  They  cannot 
well  cross  the  parallel  of  50°  S.  too  far  west,  on  their  way  to  California,  provided  they  keep  to  the  east  of 
100°  or  110°. 

The  Pilot  Charts  of  the  South  Atlantic  and  Cape  Horn,  in  addition  to  the  Track  Charts,  leave  but 
little  more  to  be  said  with  regard  to  the  passages  west,  around  Cape  Horn,  than  may  be  gathered  from  the 
injunction :  Study  the  Pilot  Charts. 

I  think  that  I  may  now  congratulate  navigators,  especially  those  who  are  co-operating  with  me,  and 
whose  labors  have  enabled  me  to  bring  about  these  results,  upon  the  present  complete  state  of  our  know- 
ledge with  regard  to  the  route  to  Eio. 

From  St.  Eoque  to  Eio  is  plain  sailing,  and  as  far  as  St.  Eoque,  from  the  United  States,  the  route  is 
the  same  whatever  be  the  destination  of  the  vessel,  whether  Cape  of  Good  Hope,  Cape  Horn,  or  Eio. 

The  route  to  the  clearing  of  St.  Eoque,  I  think  I  may  be  permitted  to  say,  without  incurring  the 
imputation  of  self-praise,  is  as  well  understood  as  it  is  possible  for  any  route  across  the  ocean  to  be,  that 
is  governed  and  controlled  by  the  force  of  winds  and  currents. 

From  the  parallel  of  St.  Eoque,  the  route  around  Cape  Horn,  for  all  vessels  from  Europe  or  the  United 
States,  is  the  same. 

And  from  the  parallel  of  St.  Eoque  to  the  parallel  of  50°  S.,  all  is  also  plain  sailing,  requiring,  how- 
ever, lie  most  watchful  vigilance  as  the  price  of  a  quick  passage  between  these  parallels,  for  much  of  the 
distance  lies  through  a  region  of  baffling  winds. 

The  average  of  vessels  under  canvas  from  the  parallel  of  St.  Eoque  to  50°  S.  on  the  Cape  Horn  pas- 
sage, is  only  about  100  miles  a  day.  The  intelligent  seaman  needs  no  other  sailing  directions  here  than 
simply :  "  Make  the  best  of  your  way  south."  Of  course,  he  will  understand  that  this  "  best  way"  is  not  to 
be  supposed  to  lay  so  close  along  with  the  land  as  to  bring  him  within  the  influences  of  the  land  breezes 
and  the  calms  of  the  coast. 

Besides  this  injunction,  there  is  but  another  simple  caution  to  add,  and  that  is,  when  you  arrive  at  the 
calms  of  Capricorn,  do  your  best  to  get  south;  for,  by  that  course,  it  is  easiest  to  clear  them.  As  to  the 
parallels  between  which,  at  the  different  seasons  of  the  year,  you  may  expect  the  calms,  see  the  Trade- 
Wind  Chart. 

From  50°  south,  east  of  Cape  Horn,  to  the  same  parallel  west,  lies  the  rub — so  it  is  supposed.  Along 
this  part  of  the  route  the  prevailing  winds,  it.  is  true,  have  westing  in  them,  and  are,  therefore,  in  a  great 
measure,  head  winds.  How  to  overcome  them  depends  on  the  skill  of  the  navigator.  The  grand  object  of 
this  work  is  to  let  the  navigator  know  how  he  may  expect  to  find  the  winds,  which  way  the  currents ; 
taking  it  for  granted  that,  when  he  knows  this,  his  own  skill  and  intelligence  will  best  guide  him  as  to  the 
rest. 

The  Pilot  Charts  will  give  this  information  as  to  winds,  in  a  general  way.  With  the  view  of  presenting 
it  in  a  more  special  way,  extracts  have  been  made  from  various  abstract  logs,  taken  at  random,  showing 


502  THE  WIND  AND  CURRENT  CHARTS. 

the  wind  and  weather  encountered  by  each  vessel.  These  are  arranged  according  to  the  months,  and  may 
be  regarded  as  practical  illustrations  of  the  Pilot  Charts. 

With  such  sources  of  information  before  him,  the  Cape  Horn  navigator,  who  studies  them  closely,  can 
never,  in  changes  of  wind,  feel  at  a  loss  either  as  to  the  best  course  to  steer,  or  the  best  tack  to  put  his  ship 
upon,  for  the  best  passage. 

I  have  often,  in  the  progress  of  these  labors,  had  occasion  to  feel  myself  indebted  to  merchants  and 
other  citizens  of  the  United  States,  besides  those  who  follow  the  sea,  for  that  wholesome  assistance  which 
the  influences  of  sympathy,  good  wishes,  and  suggestions  of  good  and  useful  men  never  fail  to  spread 
abroad  and  around.  Among  the  earliest  of  these  was  E.  B.  Forbes,  of  Boston.  He  took  a  lively  and 
active  interest  in  the  undertaking  from  the  first,  and  before  it  had  given  any  practical  results  in  demon- 
stration of  its  usefulness. 

I  well  recollect  the  surprise  he  expressed,  and  how  over  sanguine  he  appeared  to  consider  me,  when  I 
suggested  to  him  as  among  the  achievements  of  the  future,  the  probability  of  his  seeing  the  run  made  to 
the  equator,  on  the  new  route  to  Rio,  within  18  days.  It  has  been  done  in  17,  and  several  times  within  18. 
Among  the  valuable  suggestions,  however,  made  by  him,  was  one  in  relation  to  the  harbors  about  Cape 
Horn.  He  thought  that  vessels  when  caught  or  threatened  by  a  gale  in  the  act  of  doubling  Cape  Horn, 
would  frequently  find  both  profit  and  advantage  by  seeking  shelter  for  the  while  in  some  of  the  many  fine 
harbors  or  anchorages  which  the  excellent  surveys  of  King  and  Fitz  Roy  show  to  be  there.  In  proof  that 
this  was  a  good  and  practicable  idea,  I  am  at  last  enabled  to  adduce  the  result  of  actual  trial.  . 

Nassau  Bay  ofiers  a  resource  to  Cape  Horn  navigators  which  they  should  not  overlook,  and  of  which 
they  may  not  unfrequently  take  advantage  in  stormy  weather.  With  easterly  winds  it  affords  a  short  cut 
to  vessels  passing  through  the  Straits  of  Le  Maire  on  the  way  to  the  Pacific,  and  in  case  of  westerly  gales 
it  affords  a  lee.  My  attention  was  called  to  it  by  Mr.  George  B.  Upton,  of  Boston,  in  consequence  of  the 
use  made  of  it  by  his  ship,  the  Plymouth  Rock.  Captain  Fitz  Roy  has  given  me  a  very  good  survey  of  it, 
and  his  Charts,  it  is  presumed,  are  to  be  found  on  board  of  every  vessel  bound  around  Cape  Horn.  As  to 
the  occasions  and  circumstances  when  navigators  should  avail  themselves  of  the  advantages  offered  by  this 
bay,  I  am  not  able  to  give  any  directions,  nor  to  make  any  suggestions,  further  than  to  say :  When  ships 
are  passing  that  way,  each  master  must  decide  for  himself,  because,  knowing  the  circumstances  of  his  own 
case,  he  can  consult  his  own  judgment  to  more  advantage  under  the  circumstances,  than  he  can  any  sailing 
directions  that  I  can  give. 

Mr.  Upton's  letter  contains  useful  information  and  is  suggestive,  and,  therefore,  I  hope  he  will  not  take 
offence  on  account  of  its  publication  here : — 

.     Boston,  Bee.  22,  1854. 
My  Dear  Sir  :  Whenever  I  have  sent  a  full  built  ship  to  the  Pacific,  I  have  generally  had  to  provide 
for   the   contingency  of  their   putting   into  Valparaiso  for  water.     I   have   sometimes   suggested  Juan 
Fernandez,  and  in  one  instance  (ship  Reindeer),  have  had  a  ship  water  there. 


CAPE   HORN  TRACKS.  503 

My  ship,  Plymouth  Eock,  on  her  voyage  from  New  York-  to  Panama,  passed  through  Nassau  Bay 
instead  of  going  outside,  and  as  I  have  never  seen  the  track  of  any  American  ship,  I  venture  to  send  you 
hers,  through  there,  taken  from  one  of  Captain  Fitz  Koy's  Charts. 

The  ship  left  New  York  June  10,  and  arrived  at  Panama  October  8.  Captain  Patterson  will,  no 
doubt,  give  you  his  whole  abstract  log  of  the  voyage,  on  his  return  to  the  United  States,  The  great  object 
of  my  writing  you  at  this  time  is  to  draw  your  attention  to  this  important  inlet  (Nassau  Bay)  as  a  good 
place  for  vessels  to  go  in  for  any  temporary  repairs,  and  also  to  obtain  wood  and  water, 

A  young  gentleman  who  went  out  in  my  ship,  and  from  whom  I  derive  this  information,  says  they 
stood  up  (Sept.  2)  with  an  intention  of  going  outside,  but  took  a  strong,  heavy  southwest  gale  and  sea, 
stood  back,  and  put  into  the  bay ;  found  the  weather  there  moderate ;  thermometer  50° ;  wind,  light  from 
N.  W. ;  the  navigation  in  and  through  the  bay,  perfect.  He  landed  on  one  of  the  small  islands  next  to 
Wallaston  Islands,  near  Cape  Hale ;  good  landing ;  fresh  water,  perfectly  accessible  and  very  good  ; 
apparently  good  anchorage  all  around  ihe  shores.  Saw  wood  growing  which  could  be  obtained  with  little 
trouble. 

I  am  aware  that  I  am  not  giving  you  any  new  information  in  the  abstract,  but  our  shipmasters  rather 
avoid  a  new  route  without  some  of  their  own  countrymen  comrades  have  previously  been  over  the 
ground. 

Whenever  you  get  abstracts  of  the  logs  of  ships  off  Cape  Horn  early  in  September,  and  bound  west, 
I  think  you  will  find  that  they  had  heavy  westerly  winds,  snow  squalls,  and  heavy  swells. 

I  am,  with  great  regard. 

Your  obedient  servant, 

GEO.  B.  UPTON. 


CAPE  HORN  TRACKS. 

Danube  (C.  H.  Chase).  • 

Jan.  4,  1853.  Lat.  30°  36'  S. ;  long.  40°  36'  TV.  Barometer,  30.00;  temperature  of  air,  73°  ;  of  water, 
73°.  Winds:  N.  W.  to  S.  E.,  S.  E.  to  N.  E.,  S.  First  part,  squally,  with  sudden  changes  in  the  breeze, 
say  from  very  light  airs  to  strong  squalls;  middle  part,  changes  not  so  sudden,  but  variable  and  light; 
latter  part,  fine  breeze  from  S.,  and  beautiful  weather.  Four  ships  in  company.  Saw  a  black-colored  bird 
resembling  a  cape  goose. 

We  have  now  been  at  sea  fifty-two  days,  forty-eight  of  which  the  wind  has  had  more  or  less  southing 
in  it.  I  think  the  Danube  has  done  well  to  be  thus  far  on  her  passage.  Thanks  to  Lieut.  Maury,  and 
those  fiard  workers  with  him,  who  have  given  us  such  invaluabk  information. 

Jan.  5.  Lat.  31°  30'  S. ;  long.  42°  13'  W.  Barometer,  30.15 ;  temperature  of  air,  72° ;  of  water  71°. 
Winds :  S.,  S.  S.  E.,  S.  E.     First  part,  fine  breeze ;  middle  part,  very  moderate  and  clear ;  latter  part,  hazy 


504  THE  WIND  AND  CURRENT  CHARTS. 

and  lif^ht  breezes,  witTi  long  rolling  swell  from  S.  W,  Two  ships  in  company.  This  has  been  the  most 
pleasant  twenty -four  hours  since  leaving  New  York.  Long  strings  of  jellies,  such  as  are  sometimes  seen  off 
the  Western  Islands.     Cape  hens  and  skipjacks  around  the  ship. 

Jan.  6.  Lat.  33°  06'  S. ;  long.  44°  00'  W.  Barometer,  30.00  ;  temperature  of  air,  72°  ;  of  water  70°. 
Winds:  S.  E.,  N.  E.,  N.  E.  Pleasant  breeze  and  fine  weather  these  twenty-four  hours;  at  times,  a  long 
swell  from  S.  W.    At  12  M.  dark-looking  weather  towards  the  W. 

Jan  7.  Lat.  34°  36'  S. ;  long.  4G°  00'  W.  Barometer,  29.60 ;  temperature  of  air,  72°  ;  of  water,  69°. 
Winds:  N.  E.,  N.  W.,  S.  W.  First  part,  fresh  breeze  and  light  squalls,  all  sail  set;  middle  part,  strong 
squalls,  single-reefed  topsAils ;  latter  part,  heavy  squalls,  close  reefs ;  lost  the  foresail,  and  split  main 
topmast  staysail. 

Jan.  8.  Lat.  36°  22'  S. ;  long.  45°  30'  W.  Barometer,  29.80 ;  temperature  of  air,  62° ;  of  water,  68°. 
Winds :  S.  W.,  W.  S.  W.,  W.  S.  W.     Strong  gale  and  violent  squalls  until  10  A.  M.     Close  reefs. 

•   Jan.  9.    Lat.  37°  04'  S. ;  long.  45°  l7'  W.     Barometer,  29.80  ;  temperature  of  air,  61° ;  of  water,  63°. 
Winds :  W.  S.  W.,  W.,  W. ;  hard  gales,  rough  sea,  and  bad  weather. 

Jan  10.  Lat.  36°  51'  S. ;  long.  45°  00'  W.  Barometer,  30.00 ;  temperature  of  air,  62°  ;  of  water,  62°. 
Winds :  W.  S.  W.,  S.  W.,  S.  W. ;  first  part,  strong  gales,  and  very  rough,  cross  sea,  close  reefs ;  middle 
part,  more  moderate,  double  reefs ;  latter  part,  squally,  single  reefs.     Tacked  to  W.  N.  W. 

Jan.  11.  Lat.  36°  25'  S. ;  long.  46°  42'  W.  Barometer,  30.15 ;  temperature  of  air,  64°  ;  of  water,  66°. 
Winds:  S.  W.,  S.  W.,  calm;  first  part,  moderate  and  light  squalls;  royals  set;  middle  part,  long,  smooth 
swell,  and  moderate;  latter  part,  light  airs  from  S.  W.,  and  calms. 

Jan.  12.  Lat.  37°  50'  S. ;  long.  49°  23'  W.  Barometer,  30.00  ;  temperature  of  air,  68° ;  of  water, 
66°.  Winds :  W.,  W.  N.  W.,-  W.  by  N. ;  clear  weather  and  royal  breeze  for  the  24  hours ;  the  greenish 
color  of  the  water  of  yesterday  is  not  to  be  seen  to-day ;  no  albatrosses,  nor  sea-hens.  Heavy  S.  W.  swell 
leaving  us ;  sea  much  more  smooth  at  12  M.  than  at  8  P.  M.  I  think,  if  we  could  have  got  farther  to  the 
■westward  ere  this,  we  should  have  been  much  farther  on  our  voyage. 

Jan.  13.  Lat.  38°  09'  S.;  long.  50°  33'  W.  Barometer,  30.10;  temperature  of  air,  68°;  of  water,  65°. 
Winds:  S.  W.  to JS".  W. ;  calm,  E. S. E.  Throughout  the  24  hours  very  light  airs,  and  variable;  smooth 
sea,  and  thousands  of  little  sea-gulls  on  the  water ;  hazy,  damp  weather,  with  flying  fog  from  N.  E. 

Jan.  14.  Lat.  39°  49'  S. ;  long.  53°  46'  W.  Current,  |  knot  per  hour,  K  E.  by  E.  Barometer,  29.90; 
temperature  of  air,  65°  ;  of  water,  60°.  Winds :  E.  S.  E.  to  S.  E.,  S.  E.,  S.  E.  by  S.  First  part,  moderate ; 
middle  and  latter  parts,  fresh  breeze  and  flying  fog.     Great  quantities  of  birds,  as  albatrosses,  &c. 

Jan.  15.  Lat.  40°  37'  S.;  long.  56°  11' W.  Current,  1  knot  per  hour,  N.  E.  Barometer,  29.95; 
temperature  of  air,  55° ;  of  water,  50°.  Winds :  S.  E.  by  S.,  S.  S.  E.,  S.  First  part,  very  foggy  with  fresh 
breeze;  much  kelp;  middle  part,  more  clear;  water  much  discolored;  latter -part,  clear  weather,  and  water 
of  greenish  appearance,  and  strong  rips  like  tide  rips ;  large  patches  of  kelp ;  sea  at  one  time  very  smooth, 
and  at  another  very  rough.     Sounded;  no  bottom  with  110  fathoms;  good  sound. 

Jan.  ih.    Lat.  40°  37'  S.;  long.  56°  05'  W.     Current,  IJ  knot  per  hour,  K  E.     Barometer,  29.95; 


CAPE  HOKN  TRACKS.  506 

temperature  of  air,  52° ;  of  water,  48°.  "Wind :  S.,  calm,  calm.  First  part,  very  moderate.  At  4  P.  M. 
sounded  in  60  fathoms ;  fine,  dark  sand ;  light  air  from  W.  S.  W. ;  middle  and  latter  parts,  calm  ;  much 
kelp ;  strong  rips.    At  8  A.M.  sounded ;  no  bottom,  115  fathoms. 

Jan,  17.  Lat.  42°  31'  S.;  long.  57°  42'  W.  Current,  1^  knots  per  hour,  N.E.  by  N.  Barometer, 
29.60;  temperature  of  air,  55°;  of  water,  48°.  Winds:  W. N.  W.,  K  W.,  S.,  and  variable.  First  part, 
gentle  breeze ;  middle  part,  light  breeze,  and  fine,  clear  weather ;  latter  part,  light  rain  squalls  from  S.  W., 
and  very  moderate ;  very  small,  tired-looking  land  birds  on  board ;  also,  flocks  of  small  millers  or  moths ; 
water  much  discolored ;  much  kelp  and  floating  weeds ;  sounded ;  no  bottom,  115  fathoms. 

Jan.  18.  Lat.  42°  16'  S.;  long.  58°  02'  W.  Current,  If  knots  per  hour,  N.E.  by  N.  Barometer, 
29.90 ;  temperature  of  air,  51° ;  of  water,  48°.  Winds :  S.  by  W.,  S.  S.  W.,  calm.  Moderate  for  24  hours ; 
fogs  and  clear  weather  about  every  two  hours.     Kelp  and  feathers  in  large  quantities. 

Jan.  19.  Lat.  43°  29'  S.;  long.  58°  11'  W.  Current,  If  knots  per  hour,  N.E.  by  N.  Barometer, 
29.50;  temperature  of  air,  51°;  of  water,  51°.  Winds:  calm,  N".,  S.  W.  Middle  part,  squalls,  rain,  and 
calms,  very  changeable ;  latter  part,  thunder,  lightning,  hard  squalls.  Much  kelp ;  water  quite  blue ;  wind 
from  W.  to  S.  W. 

Jan.  20.  Lat.  44°  36'  S.;  long.  58°  36'  W.  Current,  IJ  knots  per  hour,  N.E.  by  N.  Barometer, 
29.70;  temperature  of  air,  54°;  of  water,  51°.  Winds:  S.  S.  W.,  N.  W.,  S.  Weather  changeable,  some- 
times a  gale,  and  sometimes  almost  calm.  Wind  sudden  in  its  changes,  clear  at  times  and  then  hard 
squalls.     Kelp  and  numerous  birds. 

Jan.  21.  Lat.  45°  05'  S. ;  long.  60°  21'  W.  Current,  1  knot  per  hour,  N.  E.  by  N.  Barometer, 
29.70 ;  temperature  of  air,  52° ;  of  water,  47°.  Winds :  calm,  S.,  N.  W.  First  and  middle  parts,  calms  and 
light  airs  ;  latter  part,  fine  breeze  and  clear  weather ;  long  rolling  swells  from  south.  Kelps,  strong  rips 
like  tide  rips ;  at  one  time  very  smooth,  at  another  very  rough.     Dark,  heavy  fog  bank  at  south. 

Jan.  22.  Lat.  47°  25 '  S. ;  long.  60°  44'  W.  Current,  1  knot  per  hour,  N.  E.  by  N.  Barometer,  29.70  ; 
temperature  of  air,  52° ;  of  water,  49°.  Winds :  W.  N.  W.,  W.  S.  W.,  S.  S.  W.  Fine  clear  weather  for  24 
hours,  with  steady  breeze.  All  sail  set.  Barometer  no  use ;  varied  in  the  24  hours  from  29.50  to  29.90. 
At  4  P.  M.,  sounded  in  60  fathoms,  fine  dark  sand.  Kelp,  penguins,  and  numerous  other  birds.  To-day, 
noon,  water  quite  blue,  having  passed  this  morning  strong  tide  rips.    Sea  smooth  and  rough  at  times. 

Jan.  23.  Lat.  47°  58'  S. ;  long.  60°  36'  W.  Current,  J  knot  per  hour,  N.  N.  E.  Barometer,  29.90 ; 
temperature  of  air,  50° ;  of  water,  49°.  Winds:  S.  W.,  S.  W.  by  S.,  S.  W.  by  S.  Unsteady  winds,  hard 
flams,  and  smoky  looking  weather.  Kelps  and  sea- weed.  Tacked  to  the  westward.  Heavy  rolling  sea  from 
S.  W.     Split  maintop-gallant  sail. 

Jan.  24.  Lat.  48°  01'  S.;  long.  60°  45'  W.  Barometer,  30.00 ;  temperature  of  air,  50° ;  of  water,  49°. 
Calm  throughout  the  day.     A  heavy  rolling  sea  from  S.  W. 

Jan.  25.    Lat.  49°  57'  S. ;  long.  62°  30'  W.    Barometer,  29.70 ;  temperature  of  air,  50° ;  of  water,  50°. 
Winds:  N.  N.  W.,  N.  W.,  N.  W.    First  part,  calms  and  light  airs;  middle  part,  moderate  breezes;  latter 
part,  thick  and  rainy,  fresh  breeze.     Water  much  discolored. 
64 


506  THE  WIND  AND  CURRENT  CHARTS. 

Jan.  26.  Lat.  50°  06'  S.;  long.  63°  06'  W.  Barometer,  29.60  ;  temperature  of  air,  50° ;  of  water,  50.° 
Winds :  "W.  N.  W.,  S.  W.,  S.  S.  W.  First  part,  fine  breezes ;  all  sail  set.  At  8  P.  M.,  wind  hauled  in  a 
squall  to  S.  S.  W.,  strong  gale  ;  double  reefs.  Latter  part,  heavy  sea  and  hard  gale  from  S.  W.  to  S.  S.  W. ; 
close  reefs.  "Water  much  discolored.  No  doubt  soundings  extend  from  about  lat.  40°  40'  S.,  and  long.  57° 
W.,  on  a  S.  S.  W.  line  per  chart,  to  Tierra  del  Faego. 

Jan.  27.  Lat.  50°  27'  S. ;  long.  63°  02'  W.  Barometer,  29.60 ;  temperature  of  air,  50°  ;  of  water,  49°. 
"Winds :  S.  S.  "W.,  S.  "W.  by  "W.,  S.  S.  "W.  Gales,  squalls,  and  variable  winds,  always  from  the  southward. 
"Wore  ship  about  six  times  during  the  24  hours. 

Jan.  28.  Lat.  50°  7'  S. ;  long.  63°  35'  W.  Barometer,  29.70 ;  temperature  of  air,  49° ;  of  water,  46°. 
"Winds :  S.  W.,  "W.,  S.  S.  W.  Through  this  24  hours,  strong  gales,  and  very  heavy  sea.  At  4  A.  M.,  wind 
hauled  in  a  squall  from  S.  "W.  by  "W.  to  S.  S.  E. ;  wore  ship.  At  5  A.  M.,  wind  in  the  usual  quarter,  S.  S. 
"W. ;  brig  in  company,  and  has  been  for  the  last  three  days. 

Jan.  29.  Lat.  50°  39'  S.;  long.  63°  57'  W.  Barometer,  29.80;  temperature  of  air,  50°;  of  water, 
48°.  Winds :  S.  S.  W.,  W.  S.  W.,  S.  W.  Fresh  gales,  and  squally ;  from  top-gallant  sails  to  close  reefs ; 
latter  part,  hard  hail  squalls ;  large  quantities  of  kelp ;  water  much  discolored ;  very  rough  sea  at  times, 
and  then  smooth ;  four  sail  in  sight. 

Jan.  30.  Lat.  51°  23'  S.:  long.  64°  11'  W.  Barometer,  29.70;  temperature  of  air,  50°;  of  water, 
48°.  Winds:  S.  W.,  S.,  N.  N.  E.  First  part,  fresh  breezes,  squalls;  middle  part,  light  airs  and  calms; 
latter  part,  gentle  breeze  from  N.  K.  E.,  and  thick  weather ;  heavy  rolling  sea  from  south,  and  water  much 
discolored ;  kelps ;  white  stormy  petrels,  the  first  I  have  ever  seen ;  if  not  white  petrels,  they  have  the 
same  motions,  are  of  the  same  form  and  size,  and  follow  in  the  wake,  same  as  all  others ;  two  sail  in  company. 

Jan.  31.  Lat.  53°  26'  S.;  long.  63°  32'  W.  Barometer,  29.50;  temperature  of  air,  50°;  of  water, 
48°.  Winds :  N.  E.,  S.  W.,  E.  S.  E.  First  and  middle  parts,  strong  breezes,  hard  hail  squalls,  and  steady 
1-ain ;  latter  part,  squalls  and  rain  from  E.  S.  E.  to  S. ;  water  quite  blue ;  much  kelp  and  many  birds. 

Feb.  1.  Lat.  54°  29'  S. ;  long.  63°  39'  W.  Barometer,  29.70  ;  temperature  of  air,  46°  ;  of  water,  45°. 
Winds :  E.  S.  E.,  calm.  Calm.  First  part,  moderate ;  middle  and  latter  parts,  calm  ;  saw  the  land.  Cape  St. 
John,  S.  S.  E.  per  compass ;  am  satisfied  that  soundings  extend  much  farther  eastward  from  the  River  La 
Plata  towards  the  Falkland  Islsyids,  than  laid  down  on  any  chart  I  have  seen  ;  to  day  much  kelp,  and 
strong  tide  rips. 

Feb.  2.  Lat.  54°  04'  S. ;  long.  63°  38'  W.  Barometer,  29.60  ;  temperature  of  air,  46°  ;  of  water,  45°. 
Winds :  calm,  calm,  S.  E.  Latter  part,  light  airs  from  S.  E.  Throughout  the  24  hours,  long,  rolling  swell 
from  S.  E. ;  Cape  St.  John,  S.  S.  E.  by  compass,  distant  about  30  miles. 

Feb.  3.    Lat. ;  long. .     Barometer,  29.50 ;  temperature  of  air,  44°  ;  of  water,  44°.     Winds : 

S.  E.,  N.  E.,  N.  E.  First  part,  very  light,  strong  N".  N.  W.  current ;  middle  and  latter  parts,  fresh  from  N. 
E.,  and  fine  weather;  have  had  several  opportunities  to  test  the  correctness  of  chronometer  ;  find  it  perfect. 
At  noon,  west  end  of  Staten  Land,  N.  W.  by  W.  ^  W.  by  compass ;  east  end,  N.  by  E. 

Feb.  4.    Lat.  56°  18'  S. ;  long. .     Current,  2  knots  per  hour,  N.  E.     Barometer,  29.50  ;  tempera- 


CAPE  HORN  TRACKS.  507 

tare  of  air,  45° ;  of  water,  46°.  Winds :  N".  E.,  N.  E.,  S.  S.  E.  First  and  middle  parts,  fresh  gale  and 
thick  rainy  weather ;  latter  part,  very  pleasant.    At  noon.  Cape  Horn,  W.  N.  "W.  J  W.  by  compass. 

Feb.  5.  Lat.  56°  37'  S. ;  long.  69°  38'  W.  Current,  0.7  of  a  knot  per  hour,  N.  E.  by  E.  Barometer, 
29.40 ;  temperature  of  air,  46° ;  of  water,  41°.  Wind :  N.  B.  throughout.  Steady  gentle  breeze  for  24 
hours,  from  3  to  6  knots  per  hour.  At  —  A.  M.,  Diego  Eamirez,  N.  W.  by  compass,  distant  3  miles ;  long. 
— ;  rolling  swell  both  from  east  to  west. 

Feb.  6.  Lat.  56°  29'  S. ;  long.  71°  30'  W.  Barometer,  29.65 ;  temperature  of  air,  48° ;  of  water,  46°. 
Winds :  S.,  S.  W.,  calm.  First  and  middle  parts,  very  light  airs,  and  pleasant ;  latter  part,  calm,  and  light 
rain  squalls  from  N.  W. ;  no  kelp ;  whales  and  penguins  in  plenty. 

Feb.  7.  Lat.  56°  31'  S. ;  long.  72°  28'  W.  Barometer,  29.65  ;  temperature  of  air,  46°  ;  of  water,  46°. 
Winds :  W.  S.  W.,  W.  N.  W.,  W.  S.  W.  First  and  middle  parts,  very  light  breeze ;  latter  part,  hard  hail 
squalls  with  strong  breeze. 

Feb.  8.  Lat.  56°  30'  S.;  long.  74°  00' W.  Barometer,  29.70;  temperature  of  air,  46°  ;  of  water,  44°. 
Winds :  W.  S.  W.,  variable,  N.  W.  by  W.  First  part,  squally ;  middle  part,  calms  and  light  variable  winds ; 
latter  part,  good  breeze  from  N.  W.  by  W.,  and  squally. 

Feb.  9.  Lat.  56°  49'  S. ;  long.  77°  03'  W.  Barometer,  29.40 ;  temperature  of  air,  44° ;  of  water,  44°. 
Winds :  N.  W.  by  W.,  W.  N.  W.,  W.    Rain,  hail,  and  squalls ;  sea  in  heaps,  very  thick  for  24  hours. 

Feb.  10.  Lat.  55°  11'  S. ;  long.  77°  17'  W.  Barometer,  29.60  ;  temperature  of  air,  44°  ;  of  water,  44°. 
Winds  :  W.,  W.  S.  W.,  W.  N.  W.     Fresh  breeze  for  24  hours ;  bad  sea,  and  rough  weather. 

Feb.  11.  Lat.  55°  50'  S.;  long.  79°  55'  W.  Barometer,  29.25  ;  temperature  of  air,  45°  ;  of  water,  44°. 
Wind:  N.  W.  by  W.  throughout.  Strong  gales,  hard  squalls,  and  rough  sea,  for  the  24  hours,  with  just  rain 
enough  to  keep  one  uncomfortable. 

Feb.  12.  Lat.  55°  46'  S.;  long.  80°  20'  W.  Barometer,  29.20 ;  temperature  of  air,  48° ;  of  water,  44°. 
Winds:  W.  N.  W.  and  W.  S.  W.,  W.,  N.  W.  by  W.  Same  as  yesterday,  only  that  the  hailstones  are  larger, 
and  squalls  more  violent.    Lat.  (D.  R.)  55°  36' ;  long.  (D.  R.)  80°  49'. 

Feb.  13.  Lat.  56°  13'  S. ;  long.  80°  35'  W.  Barometer,  29.20 ;  temperature  of  air,  44° ;  of  water, 
44°.  Winds :  N.  W.  by  W.,  W.  N.  W.,  W.  N.  W.  Strong  gales,  hard  squalls,  heavy  sea  and  close  reefs. 
Lat.  (D.R.)  56°  ;  long.  (D.R.)  81°  05'. 

Feb.  14.  Lat.  56°  37'  S.;  long.  80°  52'  W.  (J).  R.).  Barometer,29.20;  temperature  of  air,  44°  ;  of 
water,  44°.  Wind :  W.  N.  W.  throughout.  Hard  gales,  hard  squalls,  and  a  hard  time ;  close  reefs  and 
very  bad  sea. 

Feb.  15.  Lat.  55°  25'  S. ;  long.  80°  02'  W.  Barometer,  29.20 ;  temperature  of  air,  46° ;  of  water,  44°. 
Winds :  W.  N.  W.,  W.  N.  W.,  S.  W.  Strong  gales  and  hard  squalls  up  to  4  A.  M.  At  meridian  all 
reefs  out ;  squally.    Lat.  (D.  R.)  55°  23' ;  long  (D.  R.)  80°  30'  W. 

Feb.  16.  Lat.  53°  54'  S.  (D.  R.) ;  long.  80°  15'  W.  (D.  R.).  Barometer,  29.10 ;  temperature  of  air,  43° ; 
of  water,  44°.  Winds:  W.  N.  W.,  calm,  S.  E.  by  E.  First  part,  squally  and  variable ;  middle  part,  calm ; 
latter  pan,  thick  and  rainy.    Very  heavy  swell  from  the  west;  many  small  gulls  around  the  ship. 


508  THE  WIND  AND  CURRENT  CHARTS. 

Feb.  17.  Lat.  52°  38'  S. ;  long.  80°  15'  W.  Barometer,  29.20 ;  temperature  of  air,  44° ;  of  water,  44° ; 
Winds:  S. S. E.,  S.  W.,  W.  by  S.  First  part,  fine  breeze;  middle  part,  almost  calm;  and  latter  part  squally. 
Lat.  (D.  E.)  52°  03';  long.  (D.  E.)  80°  50'.  If  our  indefatigable  Lieut.  Maury  can  find  a  passage  of  same 
length  of  time,  with  as  much  head  wind  in  it  as  this,  I  shall  believe  I  am  not  alone.  Shall  give  you  the 
true  log  distance  when  we  strike  the  S.  E.  trades. 

Feb.  18.  Lat.  50°  15'  S. ;  long.  80°  20'  W.  Barometer,  29.50 ;  temperature  of  air,  44° ;  of  water,  46°. 
"Winds :  W.  by  S.,  W.  S.  W.,  W.  S.  "W.  Through  the  24  hours,  hard  squalls  and  very  large  hailstones. 
Lat.  (D.  E.)  49°  56' ;  long.  (D.  E.)  80°  37'. 

N. B. — In  all  cases  the  longitude  and  latitude  (D.  E.)  are  brought  forward  last  observations;  log  regu- 
larly hove  every  two  hours  during  the  passage. 

Feb,  19.  Lat.  47°  45'  S. ;  long.  80°  46'  W.  Barometer,  30.00 ;  temperature  of  air,  47°  ;  of  water,  47°. 
Wind :  W.  S.  W.  throughout.  First  part,  hard  squalls,  and  the  largest  hailstones  I  ever  saw ;  middle  part, 
more  moderate;  latter  part,  light  squalls..  All  canvas  set.  Large  flocks  of  birds.  Lat.  (D.  E.)47°  34'; 
long.  (D.  E.)  80°  37'. 

Contest,  fifty-three  days  out. 

Jan.  8,  1853.  Lat.  50°  46'  S. ;  long.  60°  55'  W.  Winds :  S.  W.  by  S.,  S.  W.  First  part,  brisk  breeze. 
and  cloudy ;  middle  part,  moderate ;  latter,  fresh.     Single  reefs. 

Jan.  9.  Lat.  50°  32'  S. ;  long.  63°  W.  Winds :  S.  S.  W.,  S.  S.  W.,  N.  W. ;  comes  in  fresh  and  squally. 
A  strong  current  setting  to  the  S.  E.     Middle  and  latter  parts,  light. 

Jan.  10.  Lat.  53°  30'  S.;  long.  64°  41' W.  Winds :  K  W.,  S.  W.,  S.  W.  by  W.  First  part,  light 
airs,  and  pleasant ;  middle,  light  breezes ;  latter,  moderate  and  fine.  Have  had  a  large  swell  heaving  from 
E.  N.  E.  since  6  this  morning. 

Jan.  11.  Lat.  56°  14'  S. ;  long.  66°  34'  W.  Winds :  W.  N".  W.,  W.,  S.  First  part,  pleasant  breezes. 
At  7  P.  M.  saw  Cape  St.  Diego,  bearing  S.  by  W.,  distant  ten  miles.  At  9  P.  M.  passed  through  the  straits. 
Cape  Bartholomew  bearing  per  compass  east,  distant  ten  miles.  Latter  part,  strong  gales  from  south.  At 
meridian,  Cape  Horn  bore  W.  J  N.,  twelve  miles  distant. 

Jan.  12.  Lat.  57°  4'  S. ;  long.  65°  38'  W.  Winds:  S.  W.,  S.  W.  by  S.,  S.  W.  All  these  twenty -four 
hours,  strong  gales,  with  hail  and  sleet  in  squalls. 

Jan.  18.  Lat.  58°  46'  S. ;  long.  66°  2'  W.  Winds :  S.  W.,  calm,  W.  first  part,  fresh  breezes ;  middle, 
calm ;  latter,  light  and  rainy. 

Jan.  14.  Lat.  58°  33'  S. ;  long.  68°  44'  W.  Winds:  W.  S.  W.,  W.  S.  W.,  W.  First  and  latter  parts, 
fresh  breezes ;  middle  part,  moderate. 

Jan.  15.  Lat.  59°  26'  S.;  long.  70°  25'  W.  Winds:  W.,  W.  S.  W.,  calm.  First  part,  fresh  winds; 
middle,  light,  and  thick  weather ;  latter,  calm  and  thick. 

Jan.  16.  Lat.  57°  31'  S. ;  long.  74°  2'  W.  Winds:  calm,  S.  E.,  S.  W. ;  begins  calm  ;  ends  fresh,  with 
a  rugged  cross  sea. 


CAPE  HORN  TRACKS,  509 

Jan.  17.  Lat.  56°  8'  S.;  long.  76°  22'  W.  Winds:  W.  S.  W.,  W.  First  part,  fresh  and  cloudy; 
middle,  moderate ;  latter  part,  strong,  with  thick  rainy  weather. 

Jan.  18.  Lat.  54°  27'  S. ;  long.  79°  52'  W.  Winds:  W.,  S.  W.,  S.  W.  First  part,  fresh,  and  cloudy 
weather ;  middle,  rainy ;  latter,  strong  and  squally. 

Jan.  19.  Lat.  50°  23'  S.;  long.  81°  9'  W.  Winds:  S.W.,  W.S.  W.,  W.S.  W.;  brisk  breezes  all 
these  twenty-four  hours,  with  cloudy,  misty  weather. 

F.  W.  Brune  (D.  C.  Landis). 

Jan.  10,  1853.  Lat.  49°  19'  S. ;  long.  64°  5'  W.  Barometer,  29.8 ;  temperature  of  air,  56° ;  of  water, 
54°.  Winds:  N.  N.  W.,  S.  E.,  S.  S.  E.  First  part,  fine  breeze  and  pleasant;  middle,  light  and  baffling; 
large  swell  from  east ;  latter  part,  light  and  pleasant. 

Jan.  11.  Lat.  51°  25'  S.;  long.  64°  50'  W.  Barometer,  29.25;  temperature  of  air,  56°;  of  water, 
53°.  Winds:  E.  N.  E.,  K,  W.  S.  W.  First  part,  light  and  pleasant;  barometer  falling;  middle  part, 
fresh  gales  and  rising  sea;  barometer  still  falling;  latter  part,  hard  galea  and  heavy  sea.  I  notice  that  the 
sea  rises  fast  in  this  neighborhood. 

Jan.  12.  Lat.  53°  S. ;  long.  64°  14'  W.  Current,  E.  K  E.,  f  knot  per  hour.  Barometer,  29.6 ; 
temperature  of  air,  54°;  of  water,  46".  Wind:  W.S.  W.  First  part,  strong  breezes ;  middle,  strong  gales, 
large  sea ;  ship  laboring  very  much ;  very  cold  ;  barometer  gradually  rising ;  latter  part,  pleasant. 

Jan.  13.  Lat.  by  the  land,  54°  45'  S. ;  long,  by  the  land,  63°  42'  W.  Current,  2  knots  per  hour, 
N.  N.  W.  Barometer,  29.4 ;  temperature  of  air,  54° ;  of  water,  45°.  Winds :  W.  S.  W.,  W.  N.  W.,  W.  by 
N.  First  part,  moderate  and  pleasant ;  smooth  sea ;  middle,  strong  breezes.  The  sea  has  the  appearance 
of  a  strong  current  tumbling  about  like  breakers.  At  9  A.  M.  east  end  of  Staten  Land  bearing  south  by 
compass.     Ends  strong  breezes  and  misty. 

Jan.  14.  Lat.  56°  16'  S. ;  long.  62°  54'  W.  Current,  2  knots  per  hour,  E.  N.  E.  Barometer,  29.55  ; 
temperature  of  air,  52°  ;  of  water,  44°.  Winds :  W.  S.  W.,  S.  W.,  S.  W.  First  part,  fresh  breezes ; 
appearance  of  strong  current ;  middle,  fresh  gales ;  water  smooth ;  latter  part,  fresh  gales  and  squally. 

Jan.  15.  Lat.  (D.  E.)  57°  7'  S.;  long.  (D.  R.)  63°  4'  W.  Barometer,  29.15 ;  temperature  of  air,  52°  ; 
of  water,  44°.  Winds :  N.  by  W.,  W.,  N.  by  W.  Fresh  breezes  and  smooth ;  middle  part,  moderate  and 
misty ;  latter,  light  and  foggy ;  heavy  swell. 

Jan.  16.  Lat.  (D.  R.)  57°  10'  S. ;  long.  (D.  R.)  63°  30'  W.  Barometer,  29.15 ;  temperature  of  air, 
48°;  of  water,  44°.  Winds:  W.,  S.  S.  W.,  S.  S.  W.  First  part,  moderate  and  rainy;  S.  W.  swell; 
barometer  falling;  middle,  fresh  and  rainy;  barometer  continues  to  fall  until  11  P.M.,  then  28.75.  After 
midnight,  it  rose  again  without  much  increase  of  wind  ;  latter  part,  light  breeze ;  tremendous  heavy  swell 
from  W.  S.  W.  Can  this  have  been  a  gale  to  the  westward  of  us  which  caused  the  fall  of  the  barometer  ? 
It  certainly  has  been  blowing  hard  to  cause  all  this  sea.    ■ 

Jan.  17.    Lat.  57°  57'  S.;  long.  63°  50'  W.      Current,  90  miles  easterly,  since   last  observation. 


610  THE  WIND  AND  CURKKNT  CHARTS. 

Barometer,  29.48;  temperature  of  air,  49°;  of  water,  43°.  Winds:  S.,  S.,  S.  W.  Moderate  and  cloudy, 
with  heavy  sea  from  S.  W. ;  cold;  middle  part,  light  and  baffling;  ends  pleasant. 

Jan.  18.  Lat.  58°  50'  S. ;  long.  66°  33'  W.  Current,  f  knot,  east.  Barometer,  28.9 ;  temperature 
of  air,  52°;  of  water,  43°.  Winds:  N.  W.,  N.  N.  W.,  calm.  First  part,  moderate  and  pleasant;  heavy 
swell  from  the  westward ;  middle  part,  fresh,  thick,  and  rainy ;  ends  light  airs  and  calms ;  foggy. 

Jan.  19.  Lat.  (D.  E.)  59°  10'  S. ;  long.  66°  31'  W,  Current,  1  knot  east,  per  hour.  Barometer,  28.9 ; 
temperature  of  air,  50° ;  of  water,  43°.  Winds :  calm,  calm,  N.  N.  W.  First  and  middle  parts  calm, 
heavy  swell  from  westward  ;  ends  light  breezes.     The  barometer  has  remained  nearly  stationary. 

Jan.  20.  Lat  59°  46'  S. ;  long.  67°  08'  W.  Current,  1  knot  per  hour,  east.  Barometer,  28.9 ;  tem- 
perature of  air,  48°;  of  water,  42°.  Winds:  N.  K  W.,  S.  W.,  W.  S.  W.  First  part,  moderate  breezes 
and  rainy — very  cold ;  ends  light  breeze  and  pleasant.  A  heavy  swell  from  the  westward.  Barometer 
remains  low  all  the  time ;  it  appears  to  be  of  no  use  here,  though  I  will  continue  to  use  it  for  your  gratifi- 
cation. 

Jan.  21.  Lat.  (D.  E.)  59°  56'  S.;  long.  (D.  E.)  69°  28'  W.  Barometer,  28.75;  temperature  of  air, 
48°;  of  water,  41°.  Winds:  W.,  N.,  E.  First  and  middle  parts,  light  winds  and  pleasant;  latter  part, 
strong  breezes  and  rainy ;  not  so  much  westerly  swell.     Barometer,  all  the  time  very  low. 

Jan.  22.  Lat.  59°  36'  S. ;  long.  73°  52'  W.  Barometer,  29.3  ;  temperature  of  air,  53°;  of  water,  43°. 
Winds :  S.  E.,  S.,  S.  S.  W.     Throughout  moderate  breezes ;  quite  smooth. 

Jan.  23.  Lat.  59°  18'  S. ;  long.  75°  00'  W.  Current,  |  knot,  E.  N.  E.  Barometer,  29.5 ;  temperature 
of  air,  56° ;  of  water,  43°.     Winds :  S.  W.,  calm,  N.  W.     Light  breezes  and  pleasant. 

Jan.  24.  Lat.  69°  32'  S.;  long.  78°  48'  W.  Current,  1  knot,  E.  S.  E.  Barometer,  29.4 ;  temperature 
of  air,  48° ;  of  water,  43°.  Winds :  N.  W.,  N.  W.,  N.  N.  W.  Moderate  breezes  and  pleasant.  Heavy 
westerly  swell. 

Jan.  25.  Lat.  (D.  E.)  59°  14'  S.;  long.  (D.  E.)  82°  10'  W.  Barometer,  28.8  ;  temperature  of  air,  48° ; 
of  water,  43°.  Winds:  N. N.  W.,  N.,  S.  W.  First  part,  strong  breezes;  middle,  quite  moderate,  squally; 
ends,  blowing  hard  gales ;  cold,  rainy  weather. 

Jan.  26.  Lat.  (D.  E.)  58°  23'  S. ;  long.  (D.  E.)  82°  53'  W.  Barometer,  29.05  ;  temperature  of  air,  48°, 
of  water,  43°.  Winds :  S.  W.,  calm,  N.  N.  W.  First  part,  gales  and  high  sea ;  but  moderating  towards 
the  last.     Middle  part,  light,  westerly  airs ;  latter  part,  moderate  breezes,  thick  and  rainy. 

Jan.  27.  Lat.  57°  40'  S. ;  long.  83°  54'  W.  Current,  30  miles,  E.  S.  E.  since  last  observations.  Baro- 
meter, 29.3  ;  temperature  of  air,  48°;  of  water,  44°.  Wind :  W.  S.  W.  Fresh  breezes,  thick  and  rainy ; 
blowing  in  flaws  quite  strong ;  a  westerly  swell. 

Jan.  28.  Lat.  55°  52'  S. ;  long.  84°  41'  W.  Current,  1  knot,  east.  Barometer,  29.65 ;  temperature 
of  air,  48° ;  of  water,  44°.  Winds :  S.  W.,  W.  S.  W.,  S.  W.  by  W.  First  part,  strong  gales  and  squally ; 
heavy  westerly  swell.  Middle  part,  more  moderate;  latter  part,  fresh  breezes  and  squally.  You  will 
observe  that  the  barometer  is  gradually  ranging  higher  as  we  decrease  our  latitude. 

Jan.  29.     Lat.  54°  34'  S. ;  long.  86°  13'  W.     Current,  none.     Barometer,  29.6 ;  temperature  of  air, 


CAPE   HORN   TRACKS.  611 

48°  ;  of  water,  44°.  Winds :  S.  W.,  calm,  N.  N.  E.  First  part,  fresh  breezes  and  pleasant ;  middle  part, 
light  airs  and  calms ;  latter  part,  fresh  and  cloudy. 

Jan.  30.  Lat.  52°  11'  S. ;  long.  89°  08'  W.  Current,  none.  Barometer,  29.8 ;  temperature  of  air,  51° ; 
of  water,  47°.  "Winds:  N. N.  E.,  E.  S.  E.,  S.S.W.  Strong  breezes;  high  sea;  close  reefs;  middle  part, 
blowing  heavy  in  squalls;  ends  more  moderate;  barometer  rising. 

Jan.  31.  Lat.  (D.  E.)  50°  46'  S. ;  long.  (D.  R.)  89°  09'  W.  Barometer,  29.8  ;  temperature  of  air,  50°  ; 
of  water,  47°.  "  Winds :  W.  by  S.,  W.,  N.  N.  W.  First  part,  fresh  and  squally ;  heavy  swell  from  S.  W.; 
middle  part,  moderate ;  latter,  fresh  and  squally. 

Feb.  1.  Lat.  50°  15'  S. ;  long,  no  observation.  Current,  36  miles,  E.  N.  E.  since  last  observation. 
Barometer,  29.3;  temperature  of  air,  52°  ;  of  water,  48.°  Winds:  N., K  W.,  and  W.  First  part,  strong 
gales  and  disagreeable  weather  ;  turbulent  sea  from  N.  W. ;  appearance  of  a  strong  current;  middle  part, 
the  same ;  latter,  strong  breezes  and  hazy. 

Feb.  2.  Lat.  48°  50'  S. ;  long.  90°  00'  W.  Current,  E.,  one  knot  per  hour.  Barometer,  29.4 ;  tem- 
perature of  air,  52° ;  of  water,  50°.  Winds :  W.  S.  W.,  W.,  W.  S.  W.  First  and  middle  parts,  fresh 
breezes  with  heavy  sea  from  N.  W. ;  latter  part,  strong  breezes  with  large  swell  from  S.  W.  We  have  had 
a  constant  current  from  the  westward,  amounting  to  530  miles  since  leaving  this  latitude  on  the  other  side. 
The  barometer  does  not  appear  to  act  yet.  I  think  a  ship  in  this  part  of  the  world  is  much  better  without 
one,  for  it  causes  a  deal  of  anxiety,  and  uneasiness  of  mind  to  the  master. 

Ship  Tingqua  (S.  D.  Whitmore). 

Jan.  15,  1853.  Lat.  55°  20'  S.;  long.  65°  35'  W.  Barometer,  29.50;  temperature  of  air,  58°;  of  water, 
46°.  Winds :  First  part,  baffling ;  middle  part,  calm ;  latter  part,  W.  N.  W.  Commences  with  light  airs 
from  N.  W. ;  middle  part,  calm ;  latter  part,  fresh  breezes  and  pleasant.  At  4  P.  M.  made  Cape  St.  Inez, 
S.  W.  by  W.,  30  miles.  At  4  A.  M.  passed  within  one  cable's  length  of  Cape  St.  Diego,  low  water.  No 
rip  off  the  capes  as  I  have  found  heretofore,  owing  to  the  tide  being  with  the  wind.  At  5  A.  M.  passed 
close  to  Good  Success  Bay.  The  American  barque  Virginian  getting  under  way,  standing  out.  He 
reports  leaving  New  York  five  days  before  me ;  by  the  papers,  it  is  near  twenty-five ;  he  got  a  good  supply 
of  wood  and  water  at  Good  Success  Bay.  At  10  A.  M.  clear  of  the  straits ;  met  the  tide ;  wind  dying  away ; 
at  noon  calm,  with  light  rains;  Cape  Good  Success,  N.  by  E.,  N.  L  Islands  W.  by  S.;  strong  flood  tide; 
appearances  of  wind  from  the  S.  W.;  barometer  falling  fast;  sent  dow  skysail  yards  and  royal  studding- 
sail  booms.  This  gives  us  fifty-two  days  out.  With  an  ordinary  chance  since  leaving  the  river,  it  might 
have  been  forty-five  days ;  but,  since  then,  our  latitude  has  been  a  hard  one,  and  I  think,  at  this  season  of 
the  year,  there  is  no  need  of  keeping  so  close  to  the  land  after  leaving  Cape  St.  Augustine  to  the  river 
Plata;  but,  since  then,  I  found,  as  I  increased  my  distance  from  the  land,  the  winds  are  less  favorable  and 
not  so  strong.  If  there  is  any  advantage  in  keeping  in  shore,  I  am  sure  I  have  had  it  this  passage ; 
however,  I  shall  compare  logs  with  other  vessels  on  my  arrival  at  San  Francisco,  and  inform  you. 

Jan.  16.     Lat.  56°  37'  S.;  long.  64°  20'  W.     Temperature  of  air,  58°;  of  water,  44°.     Variation,  29° 


o 


512  THE  WIND  AND  CURRENT  CHARTS. 

40'.    Commences  calm ;  barometer  falling ;  at  6,  a  light  breeze  from  the  S.  W. ;  middle  part,  strong  breezes 
and  a  heavy  sea ;  ship  laboring  heavily ;  latter  part,  fresh  gales  from  the  S.  W. ;  sea  more  regular. 

Jan.  17.    Lat.  55°  35'  S.;  long.  65°  15'  "W.     Temperature  of  air,  48° ;  of  water,  46°.    Variation,  29 
40'.     Wind:  first  part,  fresh  gales  from  the  S.  W.;  exchanged  colors  with  an  American  whale  ship;  middle 
part,  wind,  south  ;  latter  part,  more  moderate ;  wind,  S.  S.  W. ;  saw  a  large  school  of  sperm  whales. 

Jan.  18.  Lat.  56°  38'  S. ;  long.  68°  00'  W.  Barometer,  29°  ;  temperature  of  air,  50° ;  of  water,  46°. 
Commences  with  light  winds  from  the  N.  W.,  and  ends  with  light  winds  from  S.  W. ;  north  point  of  land, 
S.  S.  W. ;  sugar-loaf  on  Terra  del  Fuego,  N.  by  W.,  current  having  set  us  to  the  northward  and  eastward 
40  miles  during  the  last  twenty-four  hours.  At  10  P.  M.,  Hermit's  Isle  bore  west  five  miles ;  steered  S.  J 
E.  for  Barnevelt's  Eocks,  going  eight  knots ;  thick  weather ;  saw  nothing ;  presume  passed  to  the  eastward 
of  them. 

Jan.  19.  Lat.  56°  52'  S.;  long.  67°  30'  W.  Barometer,  28.5 ;  temperature  of  air,  44° ;  of  water,  43°. 
Winds :  first  part,  S.  W.  light ;  middle  and  latter  parts,  W.  Boarded  by  the  captain  of  an  American 
whaler,  who  reports  light  west  winds,  and  thick  rainy  weather  during  the  last  ten  days.  Preparing  for  a 
S.  W.  blow. 

Jan.  20.  Lat.  56°  52'  S. ;  long.  68°  15'  W.  Barometer,  29.00  falling ;  temperature  of  air,  43° ;  of 
water,  47°.  Wind:  moderate,  from  the  westward  all  day.  At  10  A.M.  saw  Diego  Eamirez,  S.  W.  by  S. 
by  compass,  distant  20  miles.     Standing  close  in,  to  take  advantage  of  slants. 

Jan.  21.  Lat.  57°  07'  S. ;  long.  70°  00'  W.  Barometer,  28.60;  temperature  of  air,  46°;  of  water,  43°. 
First  part,  a  moderate  W.  N.  W.  wind,  heading  as  we  draw  near  the  land.  At  2  P.  M.  made  the  land, 
distant  15  miles  ;  very  hazy ;  indications  of  a  northerly  wind.  At  4.  P.  M.  tacked  4  miles  from  the  land. 
At  5  P.  M.  calm.  Current  setting  to  the  eastward  about  J  a  knot.  Middle  part,  N.  N.  W.  At  6  P.  M. 
breeze  sprung  up  at  N.,  increased,  hauled  to  N.  E.,  and  back  to  N.  N.  W.  Latter  part,  wind  W.  N.  W.; 
first  of  it  a  double-reefed  topsail  breeze ;  latter,  light  breezes  and  fine  weather ;  tacked  ship,  all  sail. 
Barometer,  28.60 ;  for  my  part,  I  put  more  confidence  in  the  temperature  of  the  water,  than  in  anything 
else  in  these  latitudes,  as  I  have  not  been  deceived  as  yet,  especially  as  regards  shifts,  rising  previous  to 
south  and  west  winds,  and  vice  versd, 

Jan.  22.  Lat.  55°  23'  S. ;  long.  74°  15'  W.  Barometer,  29  ;  temperature  of  air,  44°  ;  of  water,  45°. 
First  part.  Winds:  S.  S.  W. ;  middle  and  latter  parts,  S.  W.  Fresh  gales  and  a  heavy  sea ;  carrying 
top-gallant-sail  over  single  reefs. 

Jan.  23.  Lat.  55°  37'  S.;  long.  74°  12'  W.  Barometer,  29.30;  temperature  of  air,  53° ;  of  water,  44°. 
Winds :  first  part,  west  and  fresh;  middle  and  latter  parts,  baffling;  quite  a  change  in  the  weather.  Spoke 
the  brig  Mars,  24  days  from  Valparaiso;  a  long  passage;  land  in  sight  to  leeward;  tacked  ship  to  south- 
ward ;  Cape  Gloucester  bearing  E.  N.  E.  10  miles. 

Jan.  24.  Lat.  55°  07'  S. ;  long.  77°  25'  W.  Barometer,  29.10;  temperature  of  air,  52° ;  of  water,  42°. 
Winds :  first,  N. ;  middle,  N.  W;  latter,  N.  N.  E.  Baffling  winds  and  cloudy ;  saw  sperm  whales  in  schools. 
Ends  rainy. 


CAPE  HORS  TBACK3.  513 

Jan.  25.  Lat.  55°  00'  S. ;  long.  80°  24'  W.  Barometer,  29  ;  temperature  of  air,  54° ;  of  water,  43°. 
Winds :  first  part,  K  N.  W. ;  middle,  K  "W. ;  latter,  "W.  K  "W.  Strong  winds,  and  dark  cloudy  weather. 
At  8  P.  M.  wind  heading ;  appearances  of  a  change.  At  4  A.  M.  wore  ship  to  the  N. ;  think  I  am  clear  of 
Cape  Horn ;  heavy  irregular  sea ;  wind  heading  us  to  N.  N.  E.  2  hours,  when  it  came  back  to  its  old 
quarter. 

Jan.  26.  Lat.  52°  30'  S. ;  long.  80°  30'  W.  Barometer,  29.80 ;  temperature  of  air,  48°;  of  water,  44°. 
Wind :  strong  from  W.  N.  W.  during  the  day,  with  dark  cloudy  weather. 

Jan.  27.  Lat.  49°  15'  S. ;  long.  80°  32'  W.  Barometer,  29.75 ;  temperature  of  air,  54° ;  of  water,  50°. 
Wind  and  weather  same  as  yesterday. 

Jan.  28.  Lat.  46°  20'  S. ;  long.  80°  30'  W.  Barometer,  29.80 ;  temperature  of  air,  60° ;  of  water,  58°. 
Dark  cloudy  weather,  with  a  W.  N.  W.  wind.    Barometer  rose  until  2  P.  M.  and  there  stopped. 

Alboni  (N.  E.  Littlefield). 

Jan.  18,  1853.  Lat.  54°  37'  S. ;  long.  64°  55'  W.  Barometer,  28.20 ;  temperature  of  air,  40° ;  of 
water,  41°.  Winds  :  W.,  W.  S.  W.,  S.  First  part,  light;  middle,  fresh  gales,  very  thick.  At  11  A.  M. 
entered  the  Straits  of  Le  Maire ;  very  heavy  squalls  from  the  S.,  and  thick,  which  ended  in  a  heavy  gale. 

Jan.  19.  Lat.  54°  33'  S. ;  long.  63°  40'  W.  Current,  28  miles,  E.  Barometer,  28.10 ;  temperature 
of  air,  39° ;  of  water,  40°.  Winds:  S.  S.  W.,  S.  W.,  S.  W.  First  part,  heavy  gale,  with  much  rain ;  the 
land  entirely  shut  in  ;  middle  and  latter,  thick  and  rainy.  At  9  P.  M.  Cape  St.  John  in  sight,  bearing  S.  W., 
19  miles  distant. 

Jan.  20.  Lat.  55°  10'  S.;  long.  62°  52'  W.  Current,  20  miles,  east.  Barometer,  28.30;  temperature 
of  air,  40° ;  of  water,  41°.    Wind :  S.  W.    Fresh  gales,  with  much  rain. 

Jan.  21.  Lat.  56°  20'  S. ;  long.  63°  35'  W.  Current,  10  miles,  east,  for  the  day.  Barometer,  28.40 ; 
temperature  of  air,  41°;  of  water,  41°.  Winds,  S.  W.,  calm,  W.  KW.  First  part,  fresh;  ends,  fresh  and 
squally. 

Jan.  22.  Lat.  57°  20'  S. ;  long.  65°  20'  W.  Barometer,  28.60;  temperature  of  air,  41° ;  of  water,  40°. 
Winds:  W.,  S.  W.,  S.  S.  W.  First  part,  fresh;  middle,  very  heavy  squalls;  latter,  fresh;  large  sea 
from  S.  W. 

Jan.  23.  Lat.  56°  36'  S. ;  long.  65°  20'  W.  Barometer,  28.00 ;  temperature  of  air,  40° ;  of  water, 
41°.  Winds:  S.  W.  by  W.,  S.  W.,  S.  S.W.  First  part,  fresh  gales;  middle,  heavy  gales;  latter,  fresh 
rain  squalls. 

Jan.  24.  Lat.  56°  36'  S. ;  long.  65°  20'  W.  Barometer,  29.00 ;  temperature  of  air,  38 ;  of  water,  40°. 
Winds :  S.  W.,  calm,  N.  E.    First  part,  fresh  and  clear ;  latter,  very  light  and  cloudy. 

Jan.  25.  Lat.  57°  27'  S. ;  long.  71°  26'  W.  Barometer,  29.10 ;  temperature  of  air,  42°  ;  of  water,  40°. 
Winds  :  N.  N.  E.,  W.  K.  W.,  S.  W.  All  day,  light  and  pleasant ;  all  sail  set,  to  main  skysail ;  Cape  Horn 
in  sight. 

65 


514  THK  WIND  AND  CURRENT  CHARTS. 

Jan.  26.  Lat.  57°  07'  S.;  long.  73°  W.  Barometer,  28.30;  temperature  of  air,  40°;  of  water,  42°. 
Winds :  W.  S.  W.,  S.  W.,  S.  W.     Fresh  and  squally. 

Jan.  27.  La't.  57°  GO'  S. ;  long.  74°  15'  W.  Barometer,  29.00 ;  temperature  of  air,  42° ;  of  water,  41°. 
Winds :  S.  W.  by  W.,  S.  W.,  S.  W.    Fresb,  witli  rain  squalls. 

Jan.  28.  Lat.  55°  39'  S. ;  long.  75°  48'  W.  Barometer,  28.50 ;  temperature  of  air,  42°  ;  of  water, 
40°.    Winds:  W.  S.  W.,  W.  S.  W.,  S.  W.    Fresh  gales  and  rain  squalls. 

Jan.  29.  Lat.  54°  44'  S. ;  long.  76°  35'  W.  Barometer,  28.40;  temperature  of  air,  43° ;  of  water,  41°. 
Winds:  N. E.,  south,  south.  First  part  light;  middle,  wind  canted  suddenly  to  south,  and  blew  a  furious 
gale.    Lost  the  foretopsail. 

Jan.  30.  Lat.  52°  49'  S. ;  long.  82°  00'  W.  Barometer,  28.00 ;  temperature  of  air,  58°  ;  water,  40°. 
Winds :  S.  S.  W.,  south,  W.  S.  W.  First  part,  heavy  gale ;  middle,  fresh  gale ;  latter,  strong  gale,  with 
rain.  I  now  consider  that  we  are  fairly  past  Cape  Horn,  and  never,  in  one  instance,  has  my  barometer 
deceived  me. 

Jan.  31.  Lat.  50°  86'  S.;  long.  83°  45'  W.  Barometer,  29.15;  temperature  of  air,  51°;  of  water,  42°. 
Winds :  W.,  W.  S.  W.,  W.  S.  W.    First  part,  fresh  gales ;  middle  and  latter,  strong  gales,  thick  and  cloudy. 

Feb.  1.  Lat.  50°  00'  S.  long.  85°  13'  W.  Barometer,  29.00;  temperature  of  air,  52°;  of  water,  47°. 
Winds :  W.  by  K,  IST.  N.  W.,  W.  S.  W.    First  part,  light ;  middle  and  latter,  fresh,  thick,  and  rainy. 

Capt.  Phinney,  of  the  Kentucky,  to  Lieut.  Maury. 

Herewith  inclosed  you  have  an  abstract  of  my  passage — ship  Kentucky.  It  will  be  seen  that  I  had 
good  N.  E.  trades,  and  lost  them  in  about  5°  N.,  30°  20'  W. ;  19  days  from  Boston ;  an  old-fashioned  ship, 
and  very  deep ;  that  I  had  very  little  calm  or  rain,  but  almost  immediately  took  the  S.  E.  trades,  light  and 
baffling,  crossed  the  equator  in  32°  40',  24  days  out;  wind,  S. E. ;  made  two  short  tacks  to  eastward  in  the 
vicinity  of  Kocas;  passed  17  miles  west  of  same,  and  cleared  St.  Eoque  in  27  days,  running  all  one  day 
near  the  land,  in  about  10  fathoms  water ;  crossed  the  parallel  of  Eio  in  36  days,  and  from  thence  to  Cape 
Horn  I  had  a  very  poor  chance.  Entered  the  Straits  of  Le  Maire  in  65  days,  and  in  70  was  west  of  the 
cape,  with  but  little  bad  weather,  and  no  easterly  current;  neither  did  I  feel  that  strong  westerly  set  between 
the  line  and  St.  Eoque,  so  much  spoken  of  and  feared. 

From  Cape  Horn  till  I  took  the  S.  E.  trades,  in  35°  S.,  105°  W.,  I  was  36  days,  with  almost  a  constant 
succession  of  N.  W.  gales. 

I  crossed  the  line  in  113°  10'  W.,  122  days  out;  took  the  N.  E.  trades  in  5°  N.,  and  lost  them  in  26° 
00' ;  after  which,  my  prevailing  wind  was  farther  southward,  but  light  and  baffling;  and  soon  calms ;  arrived 
in  port  this  day,  making  my  passage  in  147  days. 

In  conclusion,  I  cannot  refrain  from  expressing  my  sense  of  the  benefit  I  feel  that  your  labors  have 
already  conferred  upon  the  commercial  world ;  and  also,  my  hope  that  you  may  be  permitted  to  follow  up 
these  researches  and  investigations,  by  which,  I  believe,  navigation  will  in  a  few  years  become  quite  a 
different  matter  from  what  it  has  been  in  times  past. 


CAPE   HORN  TRACKS.  615 

Ship  Kentucky. 

Jan.  28,  1853.  Off  Cape  San  Diego,  Straits  of  Le  Maire.  Barometer,  29.30.  Wind :  S.  W. ;  squally, 
variable,  and  bad  weather.  At  daylight,  made  the  land ;  Cape  St.  Vincent  bearing  S.  S.  E.  Entered  the 
Straits  of  Le  Maire  as  far  as  Cape  San  Diego ;  the  wind  veering  to  S.,  and  blowing  violently  in  squalls ; 
wore  ship  and  stood  out ;  two  barques  in  company — all  under  close  reefs ;  bad  weather. 

Jan.  29,  Off  Cape  Good  Success.  Barometer,  29.40.  Winds  :  S.  W.,  S.  W.,  W.  S.  W.  Hard  gales 
and  violent  squalls.  At  daylight,  run  through  as  far  as  Cape  Good  Success,  when  the  wind  veering  to  S. 
W.,  blowing  violently,  and  a  heavy  sea,  wore  ship,  and  stood  back  again. 

Jan.  80.  Off  Cape  San  Diego.  Winds:  W.  S.  W.,S.S.W.,  S.S.  W.;  laying  under  lee  of  Cape  St. 
Vincent ;  violent  squalls  and  hard  gales.  In  the  morning,  calm,  with  light  airs  from  N.  E.  Made  all  sail, 
and  entered  the  straits.  Spoke  barque  Gold  Hunter,  of  and  from  Bath,  ninety  days  out;  we  are  sixty-seven. 
Ends  off  San  Diego. 

Jan.  31.  Cape  Horn  bearing  W.  S.  W.,  40  miles  distant.  Winds :  E.,  E.  S.  E.,  calm.  Light  airs  from 
the  eastward,  and  fine.     At  8  A.  M.  made  Cape  Horn.     Ends  calm. 

Feb.  1.  Cape  Horn  bearing  W.  by  S.  J  S.,  distant  20  miles.  Winds :  W.  N.  W.,  W.  S.  W.,  W.  S.  W.; 
moderate,  baffling  winds  during  the  night ;  latter  part,  squally,  with  hail. 

Feb.  2.  Cape  Horn  bearing  N.  by  W.,  distant  25  miles.  Barometer,  29.40.  Winds :  calm,  calm,  N. 
E.,  baffling ;  calm,  baffling,  squally  weather ;  latter  part,  light  breeze  from  N.  E.  I  have  experienced  no 
easterly  current  off  the  cape,  yet.    Barometer,  useless. 

Feb.  3.  Lat.  56°  24'  S. ;  long.  71°  10'  W.  Barometer,  28.96 ;  Winds :  N.  E.,  N.  E.  by  E.,  K  N.  W. 
Good  breezes;  latter  part,  moderate  and  baffling;  calm,  showery,  light  weather. 

Feb.  4.  Lat.  56°  24'  S.;  long.  72°  43'  W.  Barometer,  28.94.  Winds:  N.  N.  W.,  S.  W.,  N.  N.  W. 
Fine  weather ;  middle  and  latter  parts,  calm,  baffling,  and  rainy.    Ends  fine. 

Feb.  5.  Lat.  56°  07'  S. ;  long.  73°  55'  W.  Barometer,  29.10.  Winds :  N".,  calm,  calm.  Calms  and 
light  baffling  airs.    Large  swell  from  N.  W. 

Feb.  6.  Lat.  55°  49' S. ;  long.  75°  02' W.  Barometer,  29.50.  Winds:  S.  W.,  W.  S.  W.,  W.  Light 
airs  throughout ;  heavy  swell  from  N.  W. 

Feb.  7.  Lat.  55°  04'  S.  (D.  E.) ;  long.  77°  01'  W.  (D.  E.)  Barometer,  29.55.  Winds :  W.,  S.  W.  by 
W.,  W.  S.  W.    Moderate,  cloudy,  and  squally.     Tacked  to  north  at  midnight. 

Feb.  8.  Lat.  53°  35'  S.;  long.  77°  24'  W.  Current,  1  knot  per  hour,  E.  Barometer,  29.52.  Winds: 
W.,  W.  by  N.,  W.  N.  W.     Moderate  and  rainy.    In  the  morning  brisk  gale,  and  large  sea  from  N".  W. 

Feb.  9.  Lat.  54°  11'  S.;  long.  78°  56'  W.  Barometer,  29.30.  Winds:  W.  N".  W.,  W.,  W.  S.  W. 
Hard  gales  and  high  sea.    Ends  moderate,  and  thick  fog. 

Feb.  10.  Lat.  53°05'S.(D.  R.);  long.  80°26'W.(D.  E.)  Barometer,  29.20.  Winds:  N.  W.,  K  W. 
N.  W.  by  W.     Strong  ga^es,  and  thick,  rainy  weather. 

Feb.  11.  Lat.  53°  55'  S.;  long.  82°  00' W.  Barometer,  28.90.  Wind:  N.  W.  Hard  gales,  and 
squally.     Two  ships  in  company. 


ol6  THK  WIND  AND  CUERENT  CHAKTS. 

Feb.  12.  Lat.  53°  15'  S.;  long.  82°  00'  W.  Current,  1  knot  per  hour,  E.  Barometer,  29.30. 
Winds :  W.  N.  W.,  W.,  W.  N.  W.    Hard  gales,  and  squally.     Latter  part,  nearly  calm. 

Feb.  13.  Lat.  53°  53'  S. ;  long.  83°  10'  W.  Current,  J  knot  per  hour,  E.  by  S.  Barometer,  29.10. 
Winds :  W.  N.  W.,  W.  N.  W.,  W.  by  N.     Tremendous  gales,  and  very  bad  sea. 

Feb.  14.  Lat.  52°  55'  S. ;  long.  82°  30'  W.  Current,  J  knot,  E.  Barometer,  29.20.  Wind :  W.  by  N. 
Violent  gales,  and  hard  squalls  of  rain  and  hail  all  day. 

Feb.  15.  Lat.  52°  05'  S.;  long.  82°  45'  W.  Current,  1  knot,  E.  S.  E.  Barometer,  29.10.  Winds: 
W.  IST.  W.,  calm,  W.  S.  W.  Hard  gales.  At  6  P.  M.  calm.  Latter  part,  hard  gales  from  same  old 
quarter. 

Feb.  16.  Lat.  51°  31'  S. ;  long.  82°  30'  W.  Current,  J  knot,  E.  Winds :  W.  S.  W.,  W.,  W.  N.  W. 
Hard  gales  and  bad  sea  all  day. 

Feb.  17.  Lat.  50°  48'  S.;  long.  82°  30'  W.  Current,  J  knot,  E.  S.  E.  Winds :  W.  by  S.,  W.  S.  W., 
W.  S.  W.     Hard  gales  and  bad  sea. 

San  Francisco,  April  11,  1853. 

Lieut.  Maury  :  I  herewith  send  my  abstract  log  of  my  passage  to  this  port,  and  I  am  happy  to  say, 
that  I  feel  indebted  to  your  Charts  and  Directions  for  my  short  passage.  I  crossed  the  line  in  35°  30'  in 
less  than  18  days  from  New  York,  and  had  no  difficulty  in  beating  past  Cape  St.  Koque  the  25th  day  out, 
and  I  have  beaten  everything  that  sailed  about  the  time  I  did.  It  was  my  intention  to  go  inside  the 
Falkland  Islands,  but  the  weather  prevented  me,  and  I  find,  since  my  arrival,  that,  by  going  outside,  I 
gained  considerably  on  other  vessels. 

I  expect  to  leave  here  for  Manilla ;  and  regret  that  I  have  not  similar  means  of  knowing  the  winds 
and  phenomena  of  the  Pacific,  that  your  Charts  give  of  the  Atlantic.  I  shall  forward  my  next  abstract, 
and  think  it  a  slight  testimonial  for  the  benefit  received. 

Clipper  Barque  Storm  (John  P.  Eoberts),  New  York  to  San  Francisco. 

Jan.  31,  1853.  Lat.  40°  49'  S. ;  long.  44°  09'  W.  Barometer,  29.90;  temperature  of  air,  59°;  of 
water,  61°.  Winds :  S.  W.  during  first  part ;  middle  and  latter  part,  S.  S.  W.,  and  N.  E.  First  part, 
moderate  winds  and  a  heavy  sea.  At  6  P.  M.  wore  ship  to  the  W.  by  N. ;  middle  part,  calm ;  latter  part, 
moderate  breezes  from  the  northeast.  Observation,  S.  67°  W.  Distance,  63  miles.  I  think  I  have  missed 
it  by  not  running  close  to  Cape  Frio,  and  running  the  coast  down,  as  it  appears  to  be  a  dead  beat  to  wind- 
ward from  where  we  are  now.  The  Pilot  Charts  give  me  the  chance  for  fair  winds  against  head  ones,  in 
the  proportion  of  about  3  to  2,  for  making  a  course  from  W.  S.  W.  to  S.  S.  W.  The  results  will  show  how 
near  it  comes  to  the  mark.    Forty-one  days  out. 

Feb.  1.  Lat.  42°  40'  S. ;  long.  46°  53'  W.  Barometer,  29.17 ;  temperature  of  air,  65°  ;  of  water,  56°. 
Winds :  during  fi.rst  and  middle  part,  N.  E.  by  E.;  latter  part,  W.  S.  W.  First  and  middle  parts,  fair  and 
all  sail  set ;  latter  part,  heavy  gales  ;  ship  under  double  reefs.     Although  various  navigators  agree  in  say- 


CAPE  HOKN  TBACKB.  517 

ing  that  the  barometer  is  not  to  be  relied  on  in  these  latitudes,  mine,  thus  far,  has  been  an  unfailing  guide. 
Observation,  S.  48°  W.    Distance,  166  miles. 

Feb.  2.  Lat.  44°  27'  S. ;  long.  47°  38'  W.  Barometer,  29.85 ;  temperature  of  air,  56°.  "Winds :  W. 
S.  W.,  W.  N.  "W.,  W.  S.  "W.  Blowing  heavy  and  a  high  sea  running.  Wore  ship  to  N.  W.  Distance, 
by  observation,  112  miles  S.,  17°  W. 

Feb.  3.  Lat.  43°  08'  S. ;  long.  48°  20'  W.  Wind :  W.  S.  W.,  throughout.  Heavy  gales  first  and 
middle  parts ;  latter  part,  moderate.  At  8  A.  M.  tacked  to  the  south.  Distance,  by  observation,  84  miles 
N.,  20°  W. 

Feb.  4.  Lat  44°  27'  S. ;  long.  50°  17'  W.  Barometer,  29.30.  Winds :  N.  E.,  K  W.,  S.  S.  W.  First 
part,  moderate  ;  middle,  heavy  thunder  squalls,  with  most  vivid  lightning ;  latter  part,  fair,  moderate  wind. 
Tacked  at  4  A.  M.  to  west ;  water  dark  green.    Distance,  by  observation,  116  miles  S.,  47°  W. 

Feb.  5.  Lat.  46°  28'  S. ;  long.  52°  20'  W.  Barometer,  29.00.  Winds :  N.  W.,  W.,  W.  S.  W.  First 
and  middle  parts,  fine  ;  latter  part,  heavy  gales ;  weather  clear  and  cold.  Distance,  by  observation,  166 
mUes  S.,  31°  30'  W. 

Feb.  6.  Lat.  48°  47'  S. ;  long.  53°  00'  W.  Barometer,  29.50.  Wind:  W.  S.  W.  throughout.  First 
and  middle  parts,  strong  gale ;  latter  part  moderate.     Distance,  by  observation,  122  miles  S.,  13°  W. 

Feb.  7.  Lat.  49°  25' S.;  long.  53°  40'.  Barometer,  29.60.  First  and  middle  parts,  calm ;  latter  part, 
wind  all  round  the  compass  ;  morning  rainy,  and  wind  east  two  hours  ;  at  noon,  a  fresh  west  wind,  with  a 
dense  fog.    Distance,  by  observation,  47  miles  S.,  36°  W. 

Feb.  8.  Lat.  51°  00'  S. ;  long.  56°  45'  W.  Barometer,  29.70.  Winds:  W.  to  S.E.,  S.,  W.  Com- 
mences with  foggy  weather  and  fresh  breeze.  At  4  P.  M.  wind  changed  to  S.  E. ;  at  midnight,  tacked  to 
S.  S.  E.  Morning,  fresh  breeze  and  hazy  weather.  Passed  some  kelp.  Distance,  by  observation,  152 
miles  S.,  41°  W. 

Feb.  9.  Lat.  52°  05'  S. ;  long.  57°  45'  W.  Barometer,  29.70.  First  part,  fine  breeze  from  S.  by  W., 
and  pleasant;  at  4  P.  M.  tacked  to  W.  by  S.;  at  8  P.  M.  to  S.S.E. ;  daylight,  made  the  land  west,  ten  miles"; 
saw  numerous  whales,  penguins,  and  kelp.  Middle  part,  calm ;  latter  part,  west ;  hauled  to  N.  E.  at  noon, 
with  fine  weather.    Distance,  by  observation,  75  miles  S.,  30°  W. 

Feb.  10.  Lat.  54°  18'  S.;  long.  61°  30'  W.  Current,  IJ  knot  per  hour,  N.  E.  Barometer,  29.37. 
Winds:  N.  K  W.,  N.  W.,  W.;  fine  weather  and  moderate  breeze.  At  11  P.  M.  passed  within  five  miles 
of  Beauchure  Island  to  the  S.  Morning,  thick  fog ;  saw  whales.  Distance,  by  observation,  190  miles  S., 
45°  80'  W.;  by  log,  190  miles. 

Feb.  11.  Lat.  55°  01'  S.;  long.  63°  14'  W.  Barometer,  29.40.  Winds:  S.S.  W.,  calm,  W.N.  W.; 
fair  weather,  moderate  breeze.  At  2  P.  M.  tacked  to  the  westward ;  at  daylight,  saw  Staten  Land,  bearing 
W.  S.  W.  30  miles ;  at  10  A.  M.  passed  through  a  strong  tide  rip,  running  N.  W.  and  S.  E.  Distance,  by 
observation,  74  miles  S.,  54°  W. 

Feb.  12.  Lat.  56°  44'  S.;  long.  67°  03'  W.  Barometer,  29.04.  Winds:  W.K  W.,  W.  N.  W.,  W. 
to  S.  W.     First  and  middle  parts,  fine;  at  8  A.M.  Cape  Horn  bore  W. N.  W.  fifteen  miles.     Latter  part, 


518  THE  WIND  AND  CURRENT  CHARTS. 

strong  gale;  a  heavy  swell  from  the  westward.  Distance,  by  observation,  164  miles  S.,  51°  W. ;  by  log, 
230  miles. 

Feb.  13.  Lat.  56°  50'  S.;  long.  68°  35'  W.  Barometer,  29.36.  Winds:  W.,  W.  S.  W.,  K"W.  by  W. 
First  part,  strong  gales  from  west ;  spoke  the  brig  Alfonso,  85  days  from  Boston  for  San  Francisco ;  at  8 
P.  M.  tacked  to  N.  W. ;  at  4  A.  M.  tacked  to  S.  W.  Ends  with  strong  breeze,  rainy  weather,  and  heavy 
sea.    Distance,  by  observation,  50  miles  "W.,  7°  S.    Fifty-four  days  out. 

Feb.  14.  Lat.  58°  08'  S. ;  long.  71°  11'  W.  Barometer,  29.00.  Winds :  N.  W.,  W.  by  K,  W.  N.  W. 
First  part,  a  heavy  squall ;  middle  part,  more  moderate.  Spoke  the  barque  A.  F.  Jenness,  138  days  from 
Philadelphia,  via  Eio  Janeiro,  46  days,  bound  to  San  Francisco.  Ends  with  fine  weather.  Distance,  by 
observation,  116  miles  S.,  47°  W. 

Feb.  15.  Lat.  59°  07'  S. ;  long.  74°  15'  W.  Barometer,  28.80.  Winds:  W.  K  W.,  W.  K  W., 
baffling  from  W.  N.  W.  to  W.  First  and  middle  parts,  cloudy  weather  and  moderate  breeze.  Latter  part, 
light,  changeable  airs,  and  hail  squalls.  Ends  calm.  Barometer,  low,  and  falling.  Distance,  by  observa- 
tion, 114  miles  S.,  58°  W. 

Feb.  16.  Lat.  57°  43' S. ;  long.  74°  55'  W.  Barometer,  28.73.  Winds:  calm,  S.W.  First  part, 
calm;  middle  part,  strong  gale.  Morning,  light  airs,  and  cloudy.  Distance,  by  observation,  114  miles  S., 
59°  W. 

Feb.  17.  Lat.  56°  24'  S. ;  long.  76°  32'  W.  Barometer,  28.70.  Winds:  S.  W.,  S.  W.,  N.W.  First 
and  middle  parts,  moderate  breezes,  and  thick,  threatening  weather.  Morning,  light  wind ;  at  10  A.  M. 
tacked  W.  S.W.    Ends  with  strong  breeze.     Distance,  by  observation,  95  miles  N".,  33°  W. 

Feb.  18.  Lat.  55°  05'  S. ;  long.  77°  20'  W.  Barometer,  29.  Winds :  W.,  N.  W.,  W.  S.  W.  First 
and  middle  parts,  fresh  breeze;  tacked  twice;  latter  part,  squally.  Spoke  the  Chilian  ship  Jesus  Eamos. 
She  reported  speaking  the  Jacob  Bell  (clipper)  on  the  16th.  She  left  New  York  nine  days  before  us.  Dis- 
tance, by  observation,  84  miles  N.,  19°  W. 

Feb.  19.  Lat.  52°  9'  S.;  long.  78°  18'  W.  Barometer,  29.50.  Winds:  W.  S.  W.,  W.,  W.  S.  W. 
Heavy  and  frequent  squalls  and  a  high  sea.  Weather  cold  and  cloudy.  Distance,  by  observation,  220 
miles  N.,  23°  W. 

A.  F.  Jenness  (S.  B.  Horton). 

Feb.  3,  1853.    Lat.  51°  30'  S. ;  long.  67°  4'  W.     Barometer,  29.15.     Winds  :  E.  N.  E.,  K,  N.  N".  W. 

Feb.  5.  Lat.  53°  52'  S.;  long.  66°  80'  W.  Barometer,  29.20.  Winds:  K  E.,  E.,  and  E.  S.  E. 
Wind:  light;  weather  variable. 

Feb.  7.    Lat.  55°  18'  S.;  long.  63°  30'  W.     Barometer,  29.40.     Winds  :  N.E.,  K,  and  N.  W. 

Feb.  9.  Lat.  56°  34'  S. ;  long.  65°  40'  W.  Current,  24  miles,  easterly.  Barometer,  29.20.  Winds : 
W.,  S.  W.,  and  N.  W. 

Feb.  11.     Lat.  57°  8'  S. ;  long.  68°  W.     Barometer,  29.05.     Winds :  N.  W.,  W.,  and  S.  W. 


CAPK   HORN  TRACKS.  519 

Feb.  13.  Lat.  57°  50'  S.;  long.  70°  10'  W.  Barometer,  29.08.  Winds:  N.  W.,  "W.  S.  W.,  and  W. 
N.  W.    Moderate  breezes. 

Feb.  15.    Lat.  58°  42'  S. ;  long.  72°  50'  W.    Barometer,  28.78.    "Winds :  N.  W.,  W.,  and  N.  W. 

Feb.  17.  Lat.  57°  7'  S.;  long.  75°  40'  W.  Barometer,  28.80.  Winds:  E.,  W.  N.  W.,  and  S.  W. 
Light  and  baffling. 

Feb.  19.    Lat.  56°  2'  S. ;  long.  75°  50'  W.    Barometer,  29.15.     Winds :  K  W.,  S,  W.,  and  W. 

Feb.  21.  Lat.  53°  54'  S.;  long.  78°  40'  W.  Barometer,  29.85.  Winds :  E.  N.  E.,  S.  S.  E.,  and  W. 
S.  W. 

Feb.  23.    Lat.  51°  40'  S. ;  long.  80°  W.    Barometer,  29.30.    Winds :  W.  S.  W.,  N".  W.,  and  K  N.  W. 

Feb.  25.    Lat.  49°  55'  S. ;  long.  80°  5'  W.    Barometer,  29.60.     Winds :  K,  W.  N.  W.,  and  N.  W. 

Flying  Childers  (J.  D.  White). 

Feb.  7.  Lat.  48°  55'  S. ;  long.  64°  10'  W.  Temperature  of  air,  50°  ;  of  water,  48°.  Winds :  N.  E., 
N.  E.,  S.    Throughout  this  day  moderate. 

Feb.  8.  Lat.  51°  44'  S.;  long.  65°  22'  W.  Temperature  of  air,  50°;  of  water,  48°.  Winds:  W., 
W.,  W.    Moderate  throughout. 

Feb.  9.  Lat.  54°  15'  S. ;  long.  65°  10'  W.  Temperature  of  air,  51° ;  of  water,  48°.  Winds :  W., 
W.,  W.    Moderate  throughout. 

Feb.  10.  Lat.  56°  30'  S.;  long.  65°  15'  W.  Temperature  of  air,  48° ;  of  water,  45°.  Winds:  W., 
W.  to  S.  and  to  B.,  W.  S.  W.    Passed  through  the  Straits  of  Le  Maire. 

Feb.  11.  Lat.  58°  5'  S. ;  long.  67°  1'  W.  Temperature  of  air,  43° ;  of  water,  45°.  Winds :  S.  W., 
N.  W.,  S.  W.    Moderate ;  smooth  sea. 

Feb.  12.  Lat.  58°  26'  S.;  long.  71°  20'  W.  Temperature  of  air,  42°  ;  of  water,  43°.  Winds :  N.  W., 
N.  W.,  N.  W.    Moderate,  with  a  smooth  sea. 

Feb.  13.  Lat.  58°  35'  S.;  long.  75°  20'  W.  Temperature  of  air,  43° ;  of  water,  42°.  Winds:  W., 
N.  W.,  N.  N.  W.    Moderate  breezes. 

Feb.  14.  Lat.  59°  27'  S. ;  long.  77°  1'  W.  Temperature  of  air,  42°  ;  of  water,  42°  Winds :  K  N.W., 
N.  W.,  W.    Moderate  breezes. 

Feb.  15.  Lat.  58°  57'  S. ;  long.  77°  44'  W.  Temperature  of  air,  42° ;  of  water,  42°.  Winds :  W^ 
W.,  W.    Strong  breezes,  with  hail  squalls. 

Feb.  16.  Lat.  58°  8'  S. ;  long.  77°  44'  W.  Temperature  of  air,  42°  ;  of  water,  42°.  AVinds :  W.,  W., 
W.    Light  airs  and  calm. 

Feb.  17.  Lat.  56°  55'  S. ;  long.  78°  35'  W.  Temperature  of  air,  43° ;  of  water,  42°.  Winds :  W^ 
W.,  W.    Light  airs  and  calm. 

Feb.  18.  Lat.  55°  7'  S. ;  long.  79°  30'  W.  Temperature  of  air,  43° ;  of  water,  44°.  Winds :  W.,  W., 
W.    Light  airs  and  calm. 


520  THE  WIND  AND  CURRENT  CHARTS, 

Feb.  19.  Lat.  51°  34'  S.;  long.  80°  20'  W.  Temperature  of  air,  41° ;  of  water,  46°.  Winds : 
"W.  S.  W.,  W.  S.  "W.,  W.  S.  W.    Fresh  breezes  and  squally. 

Feb.  20.  Lat.  47°  40'  S. ;  long.  82°  30'  W.  Temperature  of  air,  46° ;  of  water,  50°.  Winds :  S.  W., 
S.  W.,  S.  W.    Strong  breezes  and  squally  until  8  A.  M.     Ends  calm. 

Winged  Eacer  (Wm.  Homans),  Boston  to  San  Francisco. 

Jan.  30,  1853.  Lat.  49°  37'  S.;  long.  65°  46'  W,  Barometer,  28.9  ;  temperature  of  air,  52°  ;  of  water, 
50°.     Winds:  S.,  W.,  N. 

Jan.  31.  Lat.  51°  12'  S. ;  long.  66°  8'  W.  Barometer,  28.6 ;  temperature  of  air,  50°  ;  of  water,  48°. 
Winds :  N.,  S.  W.,  S. 

Feb.  1.  Lat.  52°  16'  S. ;  long.  65°  10'  W.  Barometer,  28.6 ;  temperature  of  air,  50°;  of  water,  48°. 
Winds:  S.,  S.,  S. 

Feb.  2.  Lat.  53°  12'  S. ;  long.  65°  12'  W.  Barometer,  29.1 ;  temperature  of  air,  46° ;  of  water,  47°. 
Winds :  S.  W.,  calm,  calm. 

Feb.  3.  Lat.  55°  23'  S.;  long.  66°  1'  W.  Barometer,  28.7;  temperature  of  air,  46° ;  of  water,  47°. 
Winds :  E.,  N.  N.  E.,  N.  At  5  A.  M.  made  the  land  west  side  Straits  of  Le  Maire,  bearing  S.  by  W.  by 
compass.  The  Bell  Mountain  twenty-five  miles  distant ;  strong  breezes  at  north,  and  west  end  Staten  Land 
plain  in  sight.  Two  barques,  bound  through  the  straits  to  southward,  in  sight.  At  8  A.  M.  Cape  Good 
Success,  bearing  N.  W.  by  N.  five  miles ;  a  very  strong  tide  setting  to  northward. 

Feb.  4.  Lat.  56°  43'  S. ;  long.  68°  35'  W.  Barometer,  28.6 ;  temperature  of  air,  52°  ;  of  water,  49°. 
Winds:  KKE.,  W^  N.E.  At  8  P.M.  Cape  Horn  in  sight,  bearing  W.K  W.  fifteen  miles  distant;  53 
days  from  New  York,  and  run  a  distance,  by  log,  of  8,420  miles  from  New  York  to  Cape  Horn. 

Feb.  6.  Lat.  56°  50'  S.;  long.  71°  20'  W.  Barometer,  28.7 ;  temperature  of  air,  50° ;  of  water,  49°. 
Winds:  N.,  N.  W.,  N.  W. 

Feb.  6.  Lat.  56°  32'  S.;  long.  73°  2'  W.  Barometer,  29.0;  temperature  of  air,  47°;  of  water,  49°. 
Winds  :S.S.E.,S.S.E.,W. 

Feb.  7.  Lat.  56°  7'  S. ;  long.  76°  W.  Barometer,  29.02 ;  temperature  of  air,  46° ;  of  water,  48°. 
Winds:  W.,S.W.,W.S.W. 

Feb.  8.  Lat.  56°  11'  S. ;  long.  78°  30'  W.  Barometer,  28.8  ;  temperature  of  air,  46°;  of  water,  48°. 
Winds :  W.  by  S.,  W.  N.  W.,  N.  W.  by  N. 

Feb.  9.  Lat.  55°  46'  S.;  long.  82°  46'  W.  Barometer,  28.9 ;  temperature  of  air,  46° ;  of  water,  48°. 
Winds :  N.  W.  by  N.,  W.  N.  W.,  S. 

Feb.  10.  Lat.  54°  S.;  long.  82°  W.  Barometer,  29.8 ;  temperature  of  air,  46°  ;  of  water,  48°.  Winds: 
S.,  S.  W.,  N.  W. 

Feb.  11.  Lat.  53°  3'  S.;  long.  82°  47'  W.  Barometer,  28.7;  temperature  of  air,  46°;  of  water,  48°, 
Wind:  N.  W.  throughout.  .    " 


CAPE  HORN  TRACKS.  521 

Feb.  12.  Lat.  51°  3'  S.;  long.  82°  W.  Barometer,  28.6;  temperature  of  air,  46°;  of  water,  48°. 
"Wind :  N.  W.  throughout. 

Feb.  13.  Lat.  50°  S. ;  long.  82°  W.  Barometer,  29.0;  temperature  of  air,  52°;  of  water,  48°.  Wind: 
N.  W.  throughout. 

On  leaving  New  York,  I  followed  your  Directions  as  near  as  the  wind  and  weather  would  allow,  and 
crossed  the  equator -in  the  Atlantic  in  long.  31°  16',  and  found  no  difficulty  in  getting  past  the  Brazil  coast 
Time  to  equator  21  days,  21  hours,  and  passed  through  the  Straits  of  Le  Maire ;  and  off  Cape  Horn  had 
light  fine  weather.  Off  the  Horn,  I  tried  to  follow  your  Directions  in  getting  west ;  but  the  wind  prevented 
me,  hanging  to  N".  W.  after  around  the  Horn ;  and  I  passed  about  3  degrees  to  west  of  Juan  Fernandez. 
The  S.  E.  trades  I  had  far  to  the  eastward,  sometimes  E.  N.  E.,  and  from  that  to  E.  S.  E. 

Crossed  the  equator  7th  March,  1853,  85  days  out,  in  long.  106°  24'  west.  Took  N.  E.  trades  in 
about  3  or  4,  wind  N.  N.  E.  to  N.,  and  arrived  off  this  bar,  Sunday,  27th  of  March,  in  a  thick  fog,  which 
continued  until  Wednesday,  80th,  when  it  cleared  up  and  I  ran  in. 

I  should  follow  your  Directions  again  if  I  was  coming  round  the  Horn,  as  near  as  the  wind  and  weather 
would  permit  me.  Although  I  am  of  opinion  that,  with  the  wind  I  had  in  the  South  Atlantic,  after  passing 
lat.  38°  south,  had  I  gone  to  east  of  Falkland  Islands,  I  think  I  should  have  gained  some  5  days  in  the 
passage,  and  should  have  got  in,  in  100  days.    I  was  105  days  to  the  bar. 

I  am  going  from  this  to  Manilla  and  thence  to  New  York ;  on  my  arrival  at  the  latter  port,  I  shall 
send  an  abstract  from  this  to  that  port. 

I  take  this  opportunity  to  acknowledge  the  great  benefit  I  have  derived  from  your  Charts  and  Direc- 
tions, and  shall  most  readily  contribute  what  little  I  can  to  aid  you  in  the  great  and  good  undertaking. 
We  have  been  sadly  in  want  of  what  you  are  now  so  happily  doing  in  the  way  of  Sailing  Directions  and 
Charts  for  this  navigation,  say  from  IJ.  S.  A.  round  the  Horn  into  North  Pacific. 

Ship  John  Bertram  (F.  Leudholm). 

Feb.  8,  1852.  Lat.  54°  53'  S.;  long.  62°  24'  W.  Current,  north,  22  miles.  Barometer,  29.67.  Winds : 
S.  W.,  variable,  variable.  First  part,  moderate  breezes  and  rainy  weather ;  no  prospects  of  clearing  up,  so 
as  to  get  hold  of  the  land ;  kept  off  to  the  eastward,  and  gave  up  the  idea  of  going  through  the  straits, 
which  I  was  very  sorry  to  do.  In  my  opinion,  every  vessel  bound  around  the  cape  should  endeavor  to  go 
through  the  Straits  of  Le  Maire  [a  good  opinion],  provided  they  can  get  a  sure  bearing  of  the  land,  to 
know  their  true  position.  I  have  been  through  three  different  times  and  found  no  difficulty,  but  gained  a 
great  advantage  of  being  so  much  farther  to  windward ;  I  have  also  strong  reasons  to  think  that  there  is 
better  weather  generally  under  the  land,  than  off  from  it.  At  sundown,  the  weather  clearing  up,  saw 
Staten  Land,  bearing  S.  W.  J  W.,  5  leagues.  Middle  part,  variable  winds  and  squally  weather,  with  rain ; 
latter  part,  pleasant  weather ;  a  strong  current  setting  to  the  north. 

Feb.  9.  Lat.  57°  24'  S. ;  long.  62°  28'  W.  Current,  E.  by  N.,  37  miles.  Barometer,  29.82.  Winds: 
66 


522  THE  WIND  AND  CURRENT  CHARTS. 

S.  W.  by  W.,  W.  S.  W.,  and  S.  "W.  by  W.  Throughout  these  24  hours,  fresh  breezes  and  passing  rain 
squalls. 

Feb.  10.  Lat.  55°  58'  S. ;  long.  Gi°  26'  W.  Current,  N.  by  E.,  21  miles.  Barometer,  29.80.  Winds : 
S.  W.  by  "W".,  S.  W.  by  "W.,  and  N.  W.  by  W.  First  part,  strong  breezes  and  squally  weather ;  under  single 
reefs ;  middle  part.,  gentle  breezes  and  squally,  with  hail ;  morning,  calm  for  three  hours.  At  6  A.  M.  a 
breeze  sprang  up  from  the  N.  "W".  by  N.,  tacked  to  the  S.  "W.,  and  made  all  sail ;  latter  part,  light  breezes 
and  pleasant. 

Feb.  11.  Lat.  56°  09'  S.;  long.  70°  20'  W.  Current,  east,  49  miles.  Barometer,  29.62.  Winds: 
N.,  N.  by  W.,  and  N.  by  W.  First  part,  fine  breezes  from  the  north,  and  pleasant  weather ;  middle  part, 
brisk  breezes.  At  1  A.  M.  Cape  Horn  bore  per  compass  N.  N.  W.,  distant  5  miles.  A  strong  current,  by 
the  appearance  of  the  water,  which  I  found  to  have  set  me  49  miles  to  the  eastward,  by  meridian  observa- 
tion. At  4  A.  M.  saw  Diego  Eamirez  Island,  bearing  S.  W.  by  W.  Latter  part,  fine  breezes  and  heavy 
weather.    At  meridian.  Island  of  St.  Ildefonso  bore,  per  compass,  due  north. 

Feb.  12.  Lat.  57°  00'  S.;  long.  75°  17'  W.  Current,  east,  25  miles.  Barometer,  29.70.  Winds: 
]Sr.  N.  W.,  N.  N.  W.,  W.  Fine  breezes  and  pleasant  weather ;  evening,  squally ;  middle  part,  strong 
breezes  and  squally,  with  hail,  snow,  and  a  head  beat  sea ;  latter  part,  strong  breezes  and  squally,  with  a 
heavy  head  sea. 

Feb.  13.  Lat.  57°  42'  S.;  long.  79°  08'  W.  Current,  east,  20  miles.  Barometer,  29.82.  Winds: 
W.  N.  W.,  N.  W.  by  W.,  and  N.  W.  First  part,  strong  breezes  and  pleasant ;  middle  part,  moderate 
breezes  and  squally;  wind  variable,  veering  five  or  six  points  for  several  hours;  latter  part,  fresh  breezes 
and  squally  rainy  weather. 

Feb.  14.  Lat.  55°  18' S.;  long.  81°  23' W.  Current,  E.  J  N.,  33  miles.  Barometer,  30.10.  Winds: 
N.  N.  W.,  S.  W.,  and  W.  by  S.  Strong  breezes,  and  rainy,  squally  weather.  At  9  P.  M.  wind  hauled 
suddenly  to  the  S.  W. ;  middle  part,  strong  breezes  and  squally,  with  a  heavy  head  sea ;  latter  part,  brisk 
breezes;  wind  inclining  more  to  the  westward,  witli  an  increasing  sea  from  that  quarter. 

Feb.  15.  Lat.  52°  59'  S. ;  long.  81°  12'  W.  Current,  E.  by  S.,  18  miles.  Barometer,  30.27.  Winds : 
W.  N.  W.,  W.  by  S.,  and  W.  by  S.  First  part,  fine  breezes  and  cloudy ;  middle  and  latter  parts,  moderate 
and  pleasant,  a  heavy  sea  running  from  the  west. 

Feb.  16.  Lat.  51°  12'  S.;  long.  82°  20'  W.  Current,  none.  Barometer,  30.53.  Winds:  S.  W.  by 
W.,  W.  S.  W.,  calm.  First  part,  fine  breezes  and  fine  weather ;  middle  part,  light  winds ;  latter  part,  calm 
and  cloudy ;  little  or  no  current ;  the  log  has  probably  not  been  strictly  attended  to. 

Feb.  17.  Lat.  50°  16' S.;  long.  84°  10' W.  Current,  E.  S.  E.,  31  miles.  Barometer,  30.60.  Winds: 
N.  by  W.,  N.  W.  by  N.,  W.  N.  W.  Light  breezes  from  the  N.,  and  pleasant  weather ;  middle  part,  mode- 
rate, with  light  rain ;  morning,  foggy ;  latter  part,  light  breezes  and  foggy  weather ;  at  meridian,  fog  lifted 
and  got  observations. 

Feb.  18.    Lat.  46°  32'  S.;  long.  85°  17'  W.     No  current.     Barometer,  30.35.     Winds:  W.  by  N., 


CAPE   HORN  TRACKS.  523 

W.  S.  W.,  and  S.  W.    First  part,  brisk  breezes  and  cloudy ;  middle  part,  strong  breezes  and  squally,  witli 
a  beavy  head  sea ;  latter  part,  strong  breezes,  with  cloudy  hazy  weather. 

Shi^  Oolden  West  (Samuel  E.  Curwen). 

Feb.  10.  Lat.  49°  41'  S.;  long.  63°  01'  W.  Barometer,  29.40;  temperature  of  air,  49°.  Winds: 
N.  N".  W.,  N.  N".  W.  to  N.,  S.  S.  E.  First  part,  brisk  breezes  and  pleasant ;  middle  part,  moderate  and 
thick  foggy  weather.  Sharp  lightning  at  S.  E.  and  S.  "W.;  latter  part,  brisk  breezes  from  S.  S.  E.  and 
cloudy.    Distance,  157  miles.     Appearance  of  soundings. 

Feb.  11.  Lat.  50°  38'  S.;  long.  65°  31'  W.  Barometer,  29.55;  temperature  of  air,  56°.  Winds: 
S.  S.  W.,  W.  by  S.,  W.  N.  W.  Commences  with  brisk  breezes  and  cloudy ;  middle  part,  light  airs  and 
pleasant;  latter  part,  gentle  breezes,  and  passing  clouds.  Distance,  per  log,  125  miles.  Water  much  dis- 
colored. 

Feb.  12.  Lat.  52°  58' S.;  long.  66°  13' W.  Barometer,  29.45 ;  temperature  of  air,  54°.  Winds: 
W.  N.  W.,  IST.  W.  to  N.,  S.  W.  by  W.  First  part,  gentle  breezes,  and  pleasant ;  middle  part,  light  baffling 
airs,  and  cloudy.  Ends  with  brisk  breezes  and  clear  weather.  Sounded  in  65  fathoms;  gray  sand.  Dis- 
tance, 146  miles. 

Feb.  13.  Lat.  64°  48'  S.;  long.  63°  44'  W.  Barometer,  29.55;  temperature  of  air,  51°.  Winds: 
S.  W.  by  W.,  S.  S.  W.  to  N.  W.,  W.  Commences  with  fine  breezes  and  pleasant.  During  the  night,  light 
airs  from  S.  S.  W.  to  N.  W.  and  cloudy,  at  times.  At  9  P.  M.  sounded  in  60  fathoms ;  white  and  gray  sand, 
and  gravel.  At  3  hours  30  min.  A.M.  saw  Staten  Laud,  bearing  from  S.  E.  to  S.  Ends  with  brisk  breezes 
from  the  westward,  and  passing  clouds.  Passed  several  large  tide  rips  having  every  appearance  of  heavy 
breakers.  At  noon,  Cape  St.  John,  Staten  Land,  bore  N.  W.  per  compass,  distant  2  miles.  Distance  run, 
151  miles. 

Feb  14.  Lat.  56°  09'  S. ;  long.  06°  01'  W.  Barometer,  29.20 ;  temperature  of  air,  44°.  Winds :  W. 
]Sr.  W.,.S.  W.  to  S.,  K  to  W.  S.  W.  First  part,  brisk  breezes  and  cloudy ;  midnight,  light  airs  and  cloudy  ; 
2  A.  M.  calm ;  5  A.  M.  light  northerly  airs,  and  thick  rainy  weather.  Ends  with  light  airs  from  W.  S.  W., 
and  passing  clouds.  Very  large  swell  from  S.  W.  Land  in  sight  bearing  from  W.  by  S.  to  W.  by  Nj 
Experienced  40  miles  current,  setting  N.  72°  E.    Distance  run,  143  miles. 

Feb.  15.  Lat.  57°  06' S.;  long.  67°  16'  W.  Barometer,  29.05;  temperature  of  air,  50°.  Winds: 
S.  W.  by  W.,  W.  to  S.  W.,  IST.  N.  W.  First  part,  strong  breezes  and  cloudy ;  middle  part,  moderate  and 
baffling;  squally  at  times;  latter  part,  light  airs  and  pleasant.  Current,  of  no  consequence.  Distance  run, 
67  miles. 

Feb.  16.  Lat.  57°  15'  S.;  long.  68°  36'  W.  Barometer,  28.90;  temperature  of  air,  45°.  Winds:  K 
W.,  W.,  N.  N.  W.  First  part,  brisk  breezes,  and  pleasant ;  middle  part,  heavy  gales,  blowing  violently,  in 
squalls;  latter  part  more  moderate,  large  sea,  32  miles  easterly  current.     Distance,  by  log,  91  miles. 

Feb.  17.     Lat.  57°  07'  S. ;  long.  70°  12'  W.    Barometer,  28.80;  temperature  of  air,  42°.     Winds:  N. 


524  THE  WIND  AND  CURRENT  CHARTS. 

"W.  by  N.,  W.,  S.  W.  First  part,  strong  gales,  and  squally,  with  rain ;  midnight,  heavy  squalls.  Barometer, 
28.70 ;  latter  part,  brisk  breezes,  and  passing  clouds.    Distance,  87  miles. 

Feb.  18.  Lat.  57°  32'  S. ;  long.  72°  06'  W.  Barometer,  28.95 ;  temperature  of  air,  45°.  Winds:  W. 
S.  W.,  W.  by  S.  to  W.  N.  "W.,  calm.  First  part,  brisk  breezes  and  pleasant ;  middle  part,  light  and  baffling, 
passing  clouds  ;  latter  part,  calm  and  pleasant.    Distance,  per  log,  107  miles. 

Feb.  19.  Lat.  57°  42'  S.;  long.  73°  00'  W.  Barometer,  29.25;  temperature  of  air,  47°.  Wind: 
baffling,  from  S.  W.  to  N.  W.;  very  light  baffling  airs,  and  calm ;  at  intervals  squally  appearances;  tacked 
several  times.     Distance,  29  miles. 

Feb.  20.  Lat.  57°  18'  S.;  long.  74°  26'  W.  Barometer,  29.70;  temperature  of  air,  44°.  Winds: 
calm,  calm,  S.  S.  W. ;  first  and  middle  parts,  calm  and  dear ;  latter  part,  light  airs  and  pleasant.  Distance, 
42  miles. 

Feb.  21.  Lat.  54°  34'  S. ;  long.  77°  00'  W.  Barometer,  29.95 ;  temperature  of  air,  43°.  Winds :  S. 
S.  W.,  S.  S.  W.  to  W.  S.  W.,  W.  S.  W. ;  first  part,  light  winds  and  pleasant ;  middle  part,  strong  breezes, 
and  squally,  and  continues  the  same  throughout,  with  thick  cloudy  weather.     Distance,  191  miles. 

Feb.  22.  Lat.  51°  57'  S. ;  long.  77°  45'  W.  Barometer,  30.10 ;  temperature  of  air,  49°.  Winds :  W. 
S.  W.,  W.  S.  W.  to  W.,  W.  to  N.  W.  by  N. ;  first  and  middle  parts,  strong  breezes,  squally  and  cloudy ; 
latter  part,  light  and  baffling,  passing  clouds.    Distance,  174  miles. 

Feb.  23.  Lat.  51°  29'  S.;  long.  81°  02'  W.  Barometer,  29.65;  temperature  of  air,  47°.  Winds: 
W.  N.  W.,  N.  W.  to  N.  N.  W.,  IST.  by  W.  Commences  moderate  and  pleasant ;  middle  part,  strong  gales 
and  cloudy  ;  large  swell  from  S.  W. ;  latter  part,  strong  gales,  and  thick  foggy  weather.  Distance  run, 
142  miles. 

Feb.  24.  Lat.  50°  28'  S. ;  long.  80°  53'  W.  Barometer,  29.80;  temperature  of  air,  48°.  Winds: 
N.  N.  W.,  W.  N.  W.,  N.  W. ;  first  part,  strong  gales  and  squally  with  rain ;  middle  and  latter  parts,  strong 
gales,  passing  clouds,  and  rough  sea.    Distance,  112  miles. 

Feb.  25.  Lat.  48°  39'  S. ;  long.  78°  09.  W.  Barometer,  29.95 ;  temperature  of  air,  50°.  Winds :  JT. 
W.  by  N.,  to  N.  by  W.,  N.  by  W.,  N.  W.  by  N. ;  brisk  breezes  and  puffy  ;  cloudy  at  times  ;  weather  look- 
ing squally  ;  heavy  swell  from  south.     Distance,  190  miles. 

Ship  Bald  Eagle  (P.  Dumaresq),  New  York  to  San  Francisco. 

Feb.  13,  1853.  Lat.  49°  26'  S. ;  long.  64°  20'  W.  Barometer,  29.72 ;  temperature  of  air,  56° ;  of 
water,  52°.     Winds  :  S.  W.,  K  K  E.,  N.  N.  W. ;  moderate  and  pleasant. 

Feb.  14.  Lat.  52°  14'  S. ;  long.  65°  40'  W.  Barometer,  29.33 ;  temperature  of  air,  54° ;  of  water, 
50°.     AVinds :  W.,  N".  K  W.,  W.  S.  W. ;  light  breezes,  and  pleasant ;  barometer  falling. 

Feb.  15.  Lat.  54°  50'  S. ;  long.  64°  51'  W.  Barometer,  29.00 ;  temperature  of  air,  56° ;  of  water, 
50°.  Winds :  N.  W.,  W.  N.  W.,  N.  E. ;  light  breezes,  and  pleasant ;  barometer  indicating  a  heavy  gale ; 
in  the  Straits  of  Le  Maire. 

Feb.  16.     Lat.  56°  8'  S. ;  long.  67°  20'  W.     Barometer,  28.90 ;  temperature  of  air,  48° ;  of  water,  46°. 


CAPE  HOEN  TRACKS.  62S 

Winds:  N.  E.,  S.  W.,  N.;  strong  breezes;  nigbt  squally,  with  rain;  vivid  lightning.  Ends  fresh  gales; 
passed  Cape  Horn. 

Feb.  17.  Lat.  56°  36'  S. ;  long.  70°  41'  W.  Barometer,  28.82 ;  temperature  of  air,  44° ;  of  water,  43°, 
Winds  :  N.,  W.,  S.  W.  by  S. ;  fresh  gales;  passed  inside  of  Diego  Eamirez  ;  light  and  squally. 

Feb.  18.  Lat.  57°  1'  S. ;  long.  72°  30'  W.  Barometer,  28.94  ;  temperature  of  air,  42° ;  of  water,  44°.- 
Winds :  S.  W.,  W.  by  IST.,  W. ;  fresh  breezes  ;  middle  part,  light  and  squally.    Ends  with  light  airs. 

Feb.  19.  Lat.  57°  14'  S. ;  long.  73°  34'  W.  Barometer,  29.17 ;  temperature  of  air,  43° ;  of  water,  43°. 
Winds :  westerly,  westerly,  W.  N.  W. ;  light  airs  throughout. 

Feb.  20.  Lat.  56°  46'  S.;  long.  75°  18'  W.  Barometer,  29.66 ;  temperature  of  air,  42°;  of  water,  45°. 
Winds :  N.  W.,  E.,  S.  S.  E. ;  light  airs  throughout. 

Feb.  21.  Lat.  53°  50'  S.;  long.  79°  W.  Barometer,  29.60 ;  temperature  of  air,  44°;  of  water,  44°. 
Winds  :  S.  by  W.,  S.  W.,  W.  S.  W. ;  light  breezes  ;  middle  and  latter  parts,  fresh  and  cloudy. 

Feb.  22.  Lat.  51°  29'  S. ;  long.  80°  46'  W.  Barometer,  29.92 ;  temperature  of  air,  47° ;  of  water, 
47°.  Winds:  W.  S.  W.,  W.  by  N.,  N.  N".  W.;  fresh  gales;  middle  part,  moderate.  Ends  fresh  and 
pleasant. 

Feb.  23.  Lat.  50°  6'  S. ;  long.  84°  43'  W.  Barometer,  28.36 ;  temperature  of  air,  46° ;  of  water,  47°. 
Winds :  N.  by  W.,  N.  W.,  N.  by  W.;  fresh  breezes ;  middle  part,  rainy.     Ends  strong  gales. 

Ship  Phantom  (A.  J.  Hallett),  Boston  to  San  Francisco. 

Feb.  25,  1853.  Lat.  49°  03'  S. ;  long.  65°  07'  W.  Variation  observed,  22°  E.  Barometer,  29.09 ; 
temperature  of  air,  58°;  of  water,  50°.  Winds:  N.  IST.  W.,  S.,  S.  Moderate  breezes  and  clear  weather. 
At  4  P.  M.  made  Cape  Blanco,  bearing  S.  W.,  distant  15  miles ;  tacking  during  the  night  and  forenoon. 

Feb.  26.  Lat.  53°  14'  S.;  long.  65°  59'  W.  Eipples.  Variation  observed,  22°  E.  Barometer,  29.8; 
temperature  of  air,  65°.  Winds :  S.  S.  E.,  N.  E.,  N.  N.  W.  First  part,  moderate  and  fine  weather,  with  a 
smooth  sea ;  midnight,  fresh  breezes  and  cloudy,  with  a  thick  scud  flying  from  the  N.  E. ;  latter  part,  fresh 
breezes,  and  a  heavy  sea  running ;  no  observation.     Distance  run,  264  miles. 

Feb.  27.  Lat.  55°  05'  S. ;  long.  62°  30'  W.  Heavy  ripples.  Variation  observed,  22°  E.  Barometer^ 
29.7;  temperature  of  air,  59° ;  of  water,  52°.  Winds:  K  N.  W.,  N.  W.,  S.  W.  First  and  middle  parts, 
fresh  breezes  with  rain,  and  thick  weather;  latter,  moderate  and  fine;  hard  luck. 

Feb.  28.  Lat.  56°  55'  S. ;  long.  64°  05'  W.  Variation  observed,  17°  E.  Barometer,  29.7 ;  tempera- 
ture of  air,  54° ;  of  water,  50°.  Winds:  W.  S.  W.,  W.  S.  W.,  N.  W.  Moderate  breezes  throughout  the 
day ;  latter,  thick  and  drizzly,  with  rain. 

March  1.  Lat.  56°  45'  S. ;  long.  67°  02'  W.  Eipples.  Variation  observed,  19°  E.  Barometer,  29.5 ; 
temperature  of  air,  54°;  of  water,  50°.  Winds:  W.  by  N.,  W.  N.  W.,  S.  AV.  First  and  middle  parts, 
squally,  with  rain ;  latter,  heavy  gales  from  the  S.  W.,  and  a  heavy  sea  running ;  ship  laboring  hard ;  water 
making  a  clear  breach  over  her  ;  close-reefed  topsail. 

March  2.    Lat.  57°  07'  S. ;  long.  67°  32'  W.     Variation  observed,  19°  E.    Barometer,  29.7 ;  tempera- 


526  THE  WIND  AND  CUREENT  CHARTS. 

ture  of  air,  60° ;  of  water,  53°.     Winds :  S.  W.,  W.  S.  W.,  W.  S.  W.    Heavy  gales  throughout  the  day. 
At  4  P.  M.,  Cape  Horn  bore  by  compass  N.  by  W.  J  "W.,  distant  25  miles ;  wore  ship. 

March  3.  Lat.  58°  23'  S.;  long.  69°  45'  W.  Variation  observed,  20°  E.  Barometer,  29.2  ;  tempera- 
ture of  air,  64° ;  of  water,  54°.  Winds :  W.  by  N.,  W.,  S.  W.  by  W.  Comes  in  with  fresh  breezes  and 
squally,  with  rain ;  middle,  still  raining ;  the  weather  looking  bad,  double  reefed  the  topsails.  At  4  A.  M., 
heavy  gales  ;  put  the  ship  under  storm  canvas  ;  heavy  sea. 

March  4.  Lat.  58°  42'  S. ;  long.  72°  85'  W.  Variation  observed,  22°  E.  Barometer,  29.2  ;  tempera- 
ture of  air,  56°  ;  of  water,  50°.  AVinds :  S.  W.,  N".  W.,  N.  W.  Fresh  breezes  and  squally  throughout  the 
day ;  heavy  sea  running. 

March  5.    Lat.  59°  21'  S.;  long.  73°  10' W.     Variation  observed,  22°  E.    Barometer,  28.8 ;  tempera-    ' 
ture  of  air,  56°;  of  water,  44°.     Wind:  N.  W.  throughout.     Fresh  gales  and  squally  during  24  hours; 
very  heavy  sea  running ;  ship  laboring  hard. 

March  6.  Lat.  59°  36' S.;  long.  75°  50' W.  Variation  observed,  22°  E.  Barometer,  28.9  ;  tempera- 
ture of  air,  54°;  of  water,  45°.  Winds:  N.  W.,  N.  W.,  S.  W.  Fresh  gales,  with  a  heavy  sea  running. 
At  6  A.  M.,  took  the  wind  from  S.W. ;  wore  ship. 

March  7.  Lat.  58°  57'  S. ;  long.  77°  36'  W.  Variation  observed,  22°  E.  Barometer,  29.2  ;  tempera- 
ture of  air,  55° ;  of  water,  46°.  Winds :  S.  W.,  W.,  N.  W.  First  part,  moderate  breezes  and  cloudy ; 
middle,  light  airs  and  thick  hazy  weather ;  latter,  calm,  and  thick  hazy  weather. 

March  8.  Lat.  57°  48'  S. ;  long.  80°  80'  W.  Variation  observed,  22°  E.  Barometer,  28.8 ;  tempera- 
ture of  air,  60° ;  of  water,  49°.  Winds:  N.  W.,  N.N.  E.,  S.  W.  Comes  in  with  light  breezes  and  thick 
hazy  weather.  At  7  P.  M.,  tacked  ship ;  at  11  P.  M.,  fresh  gales  ;  a  heavy  sea  from  W.  N.  W.,  making  a 
clear  breach  over  the  ship,  and  filling  her  with  water ;  latter  part,  fresh  gales  and  heavy  squalls  at  times ; 
passed  near  an  American  ship  bound  to  California. 

March  9.  Lat.  55'  08'  S. ;  long.  80°  25'  W.  Variation  observed,  22°  E.  Barometer,  29.3  ;  tempera- 
ture of  air,  58°  ;  of  water,  48°.  Winds :  W.  S.  W.,  W.,  W.  Moderate  breezes  and  squally,  with  a  heavy 
sea  running;  middle  and  latter  part,  moderate  breezes;  no  observations;  this  is  a  hard  wind  to  get 
along  with. 

March  10.  Lat.  53°  16' S. ;  long,  79°  08' W.  Variation  observed,  22°  E.  Barometer,  29.5  ;  tempera- 
ture of  air,  60°;  of  water,  49°.  Winds:  W.,  calm,  E.  S.  E.  First  part,  light  airs  and  thick  weather; 
middle,  calm,  and  thick  weather,  with  heavy  clouds  hanging  around ;  latter,  moderate  breezes  and  fine 
weather. 

March  11.  Lat.  50°  46'  S. ;  long.  81°  47'  W.  Variation  observed,  23°  E.  Barometer,  29.5;  tempera- 
ture of  air,  58°  ;  of  water,  50°.  Winds :  S.  E.,  calm,  N.  N.  B.  First  part,  moderate ;  middle,  calm ;  latter 
part,  fresh  gales.     The  sea  making  a  clear  breach  over  the  ship  fore  and  aft ;  heavy  squalls,  with  rain. 

March  12.  Lat.  51°  17' S.;  long.  83°  45' W.  Variation  observed,  22  E.  Barometer,  29.3 ;  temperature 
of  air,  60°;  of  water,  52°.     Winds:  N.N.E.,  N.  W.,  N.  AV.     Fresh  gales  and  heavy  sea  running.     Pitched 


CAPE  HORN  TRACKS.  627 

away  flying  jib-boom,  and  drew  away  a  good-  many  bolts  from  the  bows.  Laboring  very  hard,  and  men 
much  used  up  by  the  sea  breaking  over  the  ship. 

March  13.  Lat.  50°  43'  S. ;  long.  84°  10'  W.  Variation  observed,  22°  E.  Barometer,  29.6;  tempera- 
ture of  air,  60° ;  of  water,  48°.  Winds :  K  W.,  W.  S.  W.,  W.  by  K  First  part,  fresh  gales ;  lying  to.  At 
5  P.  M.  wore  ship  and  made  sail.  Middle  part,  squally,  and  bad  sea  running.  At  8  A.  M.  tacked  to  the 
S.  W.,  and  at  noon  to  north;  latter  part,  fresh  breezes  and  thick,  hazy,  rainy  weather.  No  observation  to-day. 
Saw  a  ship  to  leeward,  standing  to  the  northward  and  eastward. 

March  14.  Lat.  47°  85'  S. ;  long.  83°  10'  W.  Variation  observed,  22°  E.  Barometer,  29.7 ;  tem- 
perature of  air,  62°;  of  water,  49°.  Winds:  W.  JST.  W.,  S.  W.,  and  S.  by  W.  First  part,  moderate  and 
thick,  hazy  weather ;  middle  part,  squally,  with  heavy  rain.  At  midnight,  wind  shifted  suddenly  from 
N.  W.  to  S.  W.,  and  blowing  fresh ;  continued  so  up  to  noon  with  a  clear  sky ;  ship  going  15  knots  per  hour 
from  1  A.  M.  to  noon.  At  5  P.  M.  spoke  and  passed  clipper  ship  Toronto,  bound  same  way,  sixty-nine 
days  out.    Latter  part,  fresh  breezes  and  fine  weather,  with  passing  clouds.    Got  a  good  observation  to-day. 

March  15.  Lat.  44°  27'  S.;  long.  85°  24'  W.  Variation  observed,  22°  E.  Barometer,  30.00;  tem- 
perature of  air,  61°;  of  water,  48°.  Winds:  S.  S.  W.,  S.  S.  W.,  S.  W.  First  and  middle  parts,  fine 
breezes  and  fine  weather ;  latter  part,  light  airs  and  cloudy ;  smooth  sea.    Eate,  from  14  to  3  knots  per  hour. 

March  16.  Lat.  48°  37'  S.;  long.  88°  29'  W.  Variation  observed,  22°  E.  Barometer,  30.20;  tem- 
perature of  air,  63°  ;  of  water,  49°.  Winds :  W.  S.  W.,  N.  N.  W.,  S.  E.  Comes  in  with  light  breezes  and 
cloudy.  Middle,  squally,  with  rain.  At  6  A.  M.  took  a  squall  of  wind  from  the  south,  which  soon  cleared 
the  weather.  Latter  part,  gentle  breezes  and  fine  weather.  Ship  going  14  knots  with  light  sails.  Now 
shall  make  a  straight  course  for  115°  longitude,  in  parallel  of  37°  south,  as  per  your  valuable  Sailing 
Directions,  which  I  think  much  of 

Ccqyl.  John  S.  Farron  to  Lieut.  Maury. 
I  have  the  pleasure  of  forwarding  you  the  abstract  log  of  the  clipper  ship  Eagle,  under  my  command, 
from  New  York  to  this  port,  where  I  arrived  on  the  80th  ult.  You  will  perceive  by  it  that,  from  the 
latter  part  of  the  18th  to  the  23d  January,  I  had  the  wind  from  S.  by  W.,  and  south,  which  obliged  me  to 
go  farther  to  the  eastward  than  you  recommended,  and  that  I  crossed  the  equator  also  a  little  to  the  east- 
ward of  your  route  for  that  month — on  the  24th  day.  On  the  1st  February,  at  noon,  during  a  squall  from 
N.  N.  E.,  a  whirlwind,  veering  on  its  axis  from  right  to  left,  and  moving  with  an  unequal  and  unsteady 
motion  from  E.  N.  E.  to  W.  S.  W.,  passed  within  twenty  yards  of  the  ship's  stem,  the  ship  going  6  knots ; 
when  right  astern,  we  were  taken  aback  by  the  eddy  for  about  two  minutes,  or  until  it  had  passed  on  our 
quarter ;  it  moved  at  the  rate  of  about  five  miles  per  hour,  and  raised  the  water  as  if  boiling,  and  seemed 
to  iucrease  as  it  progressed;  but  the  rain  that  succeeded  shortly  after,  obscured  it  from  our  view.  I  did 
not  take  the  S.  E.  trades  until  in  the  latitude  of  3°  30'  S.,  and  had  a  fair  run  of  40  days  to  the  river  Plata, 
and,  passing  through  the  Straits  of  Le  Maire,  I  made  Cape  Horn  on  the  fifty-fourth  day.  I  had  to  go  as 
far  south  as  59°  20'  S. ;  and  had  bad  weather  until  I  reached  the  parallel  of  30°,  and  found  no  trade  until 


528  •   THE  WIND  AND  CURRENT  CHARTS, 

in  22°,  and  then  on  the  average  at  E.N.E.,  which  made  me  regret  striving  so  much  to  got  to  the  westward. 
However,  I  crossed  the  equator  on  the  ninety-first  day,  in  115°  30'.  I  would  call  your  attention  to  the 
great  fall  in  the  temperature  of  both  air  and  water,  immediately  on  passing  the  line ;  which,  taken  in 
connection  with  the  variableness  of  the  wind  for  some  days,  the  overcast  appearance  of  the  weather,  and 
heavy  swell  coming  from  the  W.  N.  W.,  inclines  me  to  think  that  it  has  been  blowing  heavily  from  the 
N.  W.  at  some  distance  in  that  direction  from  us,  so  as  to  change  the  direction  and  interrupt  the  regular 
trade,  which  I  think  we  ought  to  have  carried  farther  than  the  parallel  of  19°  N. 

You  will  observe,  also,  with  respect  to  the  currents  in  the  Pacific,  that  I  found  none  observable  after 
the  15th  March,  the  observations  and  the  dead  reckoning  agreeing  very  nearly,  excepting  on  the  18th, 
when  there  was  a  rise  in  the  temperature  of  7°,  and  a  great  difference  in  the  latitudes  by  observation  and 
D.  B.,  which  would  intimate  a  current  nearly  south  ;  but  after  that  there  was  no  indication  of  any. 

I  am  bound  home  from  this  port,  via  Kio  de  Janeiro,  but  I  have  not  yet  made  up  my  mind  what  track 
I  shall  pursue,  and  have  no  data  to  guide  me  ;  however,  I  incline  to  the  opinion  of  not  going  too  far  to  the 
eastward.    Trusting  I  shall  be  able  to  give  you  a  good  report,  T  remain,  dear  sir,  yours,  &c. 

Eagle  (Jno.  S.  Farron). 

Feb.  26.  Lat.  49°  S6'  S. ;  long.  58°  54'  W.  Barometer,  30.10  ;  temperature  of  air,  4G°;  of  water,  46°. 
"Winds:  N.  to  E.,  E.,  N.  to  E.    Throughout,  winds  very  variable  with  cloudy  weather. 

Feb.  27.  Lat  50°  19'  S. ;  long.  64°  47'  W.  Current,  I  knot  per  hour.  Barometer,  29.90 ;  tempera- 
ture of  air,  51°;  of  water  48°.  Winds:  strong  N.,  N.  "W.,  S.  S.  W.  First  part,  hazy;  middle,  flawy, 
cloudy,  and  hazy ;  latter,  clear.     At  7  A.  M.  8  fathoms,  dark  gray  sand. 

Feb.  28.  Lat.  51°  20'  S.;  long.  65°  56'  W.  Barometer,  29.81 ;  temperature  of  air,  52°  ;  of  water,  48°. 
Winds :  S.  S.  W.,  N.  W.,  N.  First  part,  clear ;  from  8  to  12,  calm ;  middle  part,  clear ;  latter,  cloudy.  At 
8  A.  M.  65  fathoms,  with  the  same  bottom. 

March  1.  Lat.  54°  21'  S, ;  long,  65°  45'  W.  Barometer,  29.48 ;  temperature  of  air,  50° ;  of  water, 
46°.  Winds:  N.  N".  W.,  N,  W,,  W,  S.  W.  First  and  middle  parts,  hazy;  latter,  threatening  appearances. 
At  7  A.  M.  saw  the  coast  of  Terra  del  Fuego. 

March  2.  Lat.  55°  25'  S. ;  long.  65°  30'  W.  •  Barometer,  29,55 ;  temperature  of  air,  50° ;  of  water,  46°. 
Winds :  S.,  W.  S.  W.,  K  W,  First  part,  cloudy;  middle,  cloudy  with  calms ;  latter,  cloudy  and  hazy,  with 
strong  tide  rips  throughout.  At  7  hours  30  min.  P,  M.  Cape  Diego  bore  S.  by  E.  5  leagues  distant.  At  noon, 
east  end  of  Staten  Land  bore  N.  E.  by  N. ;  Cape  Good  Success,  N.  by  W. 

March  3.  Lat.  57°  01'  S. ;  long.  67°  00'  W.  Current,  E.  N.  E.,  1  knot  per  hour.  Barometer,  29.27 ; 
temperature  of  air,  51°;  of  water,  44°.  Winds:  N.,  W.  N.  AY.,  W.  S.  W.  First  part,  clear ;  middle,  squally 
with  drizzling  rain ;  latter, 'heavy  gales  with  hard  squalls  of  rain.     At  7  P.  M.  Cape  Horn  bore  S.  W.  I  S. 

March  4.  Lat.  57°  39'  S. ;  long.  68°  18'  W.  Current,  E.  K  E.,  1  knot  per  hour.  Barometer,  29.10 ; 
temperature  of  air,  48° ;  of  water,  42°.  Winds :  decreasing,  W.  S.  W.,  W.  N.  W.,  K  N .  W.  First  part, 
passing  clouds;  middle,  clear;  latter,  cloudy  and  foggy  with  drizzling  rain. 


CAPE  HORN  TRACKS.  629 

March  5.  Lat.  58°  47'  S.;  long.  71°  40'  W.  Barometer,  29.00;  temperature  of  air,  46°;  of  water, 
42°.  Winds:  W.  S.  W.,  W.  N.  W.,  W.  N.  W.  First  part,  fresh  winds,  cloudy,  and  hazy ;  middle,  fresh 
squalls  and  rainy ;  latter,  gales ;  cloudy,  and  squally. 

March  6.  Lat.  59°  20'  S.;  long.  74°  20'  W.  Barometer,  28.85;  temperature  of  air,  42°;  of  water, 
41°.  Winds :  W.  N.  W.,  W.  N.  W.,  N.  W.  by  W.  First  part,  fresh  gales  and  squally ;  middle  and  latter, 
moderate,  hazy,  and  foggy,  with  drizzling  rain  throughout.  At  9  A.  M.  tlie  wind  shifted  to  S.  W.  and 
cleared  off. 

March  7.  Lat.  58°  05'  S.;  long.  75"  51'  W.  Barometer,  29.00;  temperature  of  air,  42°;  of  water, 
42°.  Winds :  S.  W.  by  W.,  W.  N.  W.,  and  W.  S.  W.  to  N.  N.  E.  Moderate  and  cloudy,  with  drizzling  rain 
throughout. 

March  8.  Lat.  57°  14'  S.;  long.  77°  17'  W.  Current,  E.,  1  knot  per  hour.  Barometer,  at  4  A.M., 
28.08 ;  at  noon,  28.66;  temperature  of  air,  40° ;  of  water,  42°.  Winds :  W.,  N.  W.,  S.  W.  by  S.  First  part, 
light  winds  and  cloudy ;  at  8  A.  M.  wind  hauled  to  north,  squally  with  rain ;  middle,  heavy  gales,  with  heavy 
squalls,  slcct,  and  rain;  latter  part,  heavy  gales,  hard  squalls,  and  cloudy.    A  heavy  sea  running. 

March  9.  Lat.  55°  27'  S. ;  long.  78°  12'  W.  Current,  1  knot  per  hour,  E.  Barometer,  29.25 ;  tem- 
perature of  air,  42° ;  of  water,  44°.  Winds :  S.  W.  by  W.,  W.  S.  W.,  and  S.  W.  First  part,  strong  gales, 
with  hard  squalls  and  hail;  middle,  fresh  gales,  cloudy,  and  squally  with  hail ;  latter,  moderate,  with  pass- 
ing clouds. 

March  10.  Lat.  54°  30'  S.;  long.  79°  10'  W.  Current,  B.,  twenty  knots  during  the  day.  Baro- 
meter, 29.43  ;  temperature  of  air,  42° ;  of  water,  44°.  Winds :  S.  W.  by  W.,  S.  W.  by  S.,  and  S.  S.  E.  to 
S.  W.  First  part,  moderate ;  middle  and  latter,  light ;  calm,  from  10  P.  M.  to  8  A.  M. ;  a  heavy  swell  from 
W.N.W. 

March  11.  Lat.  53°  12'  S.;  long.  83°  24'  W.  Current,  half  a  knot  per  hour,  E,  Barometer,  29.50; 
temperature  of  air,  45° ;  of  water,  45°.  Winds  :  S.  S.  W.,  variable,  N.  N.  E.  First  part,  fresh  winds  and 
passing  clouds;  middle,  light  variable  airs  and  calms;  latter  part,  gales,  with  thick  cloudy  weather;  a 
heavy  sea  from  N.  W. 

March  12.  Lat.  53°  17'  S. ;  long.  85°  30'  W.  No  perceptible  current.  Barometer,  28.90 ;  tempera- 
ture of  air,  46°;  of  water, '44°.  Winds:  N.  N.  E.,  N.  W.  by  N.,  N.  W.  by  W.  Begins  hazy,  with 
threatening  weather;  middle  and  latter  parts,  heavy  gales,  with  hard  hail  squalls;  cloudy,  misty  weather. 

March  13;  Lat.  51°  48'  S. ;  long.  85°  39'  W.  No  perceptible  current.  Barometer,  29.56 ;  tempera- 
ture of  air,  45°  ;■  of  water,  45°.  Winds :  W.,  S.  W.  by  W.,  W.  First  part,  strong  gales  and  heavy  squalls, 
with  thick  weather;  middle,  wind  decreasing;  overcast  with  drizzling  rain;  latter  j)art,  moderate,  with 
drizzling  rain ;  a  very  heavy  N.  W.  sea. 

Marcl)  14.  Lat.  49°  02'  S.;  long.  87°  19'  W.  No  perceptible  current.  Barometer,  30.06;  tempera- 
ture of  air,  47°  ;  of  water,  49°.  Winds :  S.  W.,  S.  S.  W.,  S.  W.  by  S.  First  part,  light  airs,  calm,  cloudy 
and  rainy;  middle,  fresh  gales  and  cloudy;  latter,  strong  breezes  and  fair;  a  heavy  westerly  sea  on 
throughout. 

67 


630  THE  WIXD  AND  CURRENT  CHARTS. 

Tornado  (0.  E.  Mumford),  New  York  to  San  Francisco. 

Feb.  28,  1853.  Lat.  47°  52'  S.;  long.  64°  44'  W.  Barometer,  29.95;  temperature  of  air,  57°;  of 
water,  52°.  Winds :  S.  S.  E.,  E.,  and  N.  E.  Sounded  with  patent  lead,  in  57|  fathoms,  gray  sand  ;  light 
breezes  and  calms.  At  4  A.M. sounded  in  56  fathoms,  gray  sand;  lat.  47°  16'  S. ;  long.  64°  30'  W.  Dis- 
tance sailed  by  observation,  3,897  miles  this  month. 

March  1.  Lat.  51°  31'  S.;  long.  65°  06'  W.  Barometer,  29.50;  temperature  of  air,  52°;  of  water, 
49°.     Winds:  N.,  N.  N.  E.,  and  N.     Fine  breezes  and  hazy  weather;  distance  run,  220  miles. 

March  2.  Lat.  54°  19'  S.;  long.  65°  05'  W.  Barometer,  29.55  ;  temperature  of  air,  50°;  of  water, 
47°.  Winds:  S.  W.,  S.  W.,  and  W.  S.  W.  Moderate  breezes  and  hazy  weather;  the  land  about  Cape 
St.  Diego  could  be  seen  through  the  haze ;  spoke  the  barque  Golden  Age  from  Monte  Video,  bound  to  San 
Francisco;  distance  run,  168  miles. 

March  3.  Lat.  56°  00'  S. ;  long.  65°  10'  W.  Barometer,  28.90 ;  temperature  of  air,  50° ;  of  water, 
45°.  Winds:  W.  S.  W.,  W.  N.  W.,  and  N".  W.  by  W.  Found  it  useless  to  attempt  the  straits  with  this 
wind,  the  ebb  tide  just  having  made ;  at  7  P.  M.  Cape  St.  John's  W.  f  N.,  distant  6  miles,  I  noticed  a 
natural  bridge,  from  the  first  high  peak  west  of  the  cape  to  the  land  to  the  south  of  it.  When  Cape  St. 
John's  bears  S.  7°  W.,  the  peak  will  bear  S.  20°  W.  when  6  miles  from  the  land.    Distance  run,  146  miles. 

March  4.  Lat.  56°  34'  S.;  long.  67°  40'  W.  Current,  E.,  1  mile  per  hour.  Barometer,  28.81 ;  tem- 
perature of  air,  50°;  of  water,  46°.  Winds;  S.  W.,  S.  W.  and  calm,  and  N.  W.  by  N".  Moderate  breezes 
and  pleasant ;  at  noon,  Cape  Horn,  N.  4°  W.  by  compass,  distant,  38  miles,  and  clearly  seen.  The  islands 
west  of  it  plain  in  sight,  distant  90  miles ;  strong  current  rips. 

March  5.  Lat.  58°  00'  S.;  long.  70°  24'  W.  Current,  E.,  f  mile  per  hour.  Barometer,  28.62;  tem- 
perature of  air,  49°;  of  water,  44°.  Winds  :  N.  W.,  W.  by  S.,  and  W.  by  N.  J  N.  At  1  hour  30  min;  P. 
M.  the  Islands  of  Diego  Kamirez  bearing  W.  S.  W.,  distant  30  miles;  at  2  hours  15  min.  P.  M.  Diego 
Eamirez  bore  W.  J  N.  true,  and  Cape  Horn  N.  E.  by  N.,  just  seen  on  the  horizon.  Latter  part,  a  heavy 
head  sea,  and  squally ;  took  in  two  reefs.     Distance  run,  124  miles. 

March  6.  Lat.  58°  40'  S.;  long.  73°  27'  W.  --Current,  E.,  f  mile  per  hour.  Barometer,  28.56;  tem- 
perature of  air,  48° ;  of  water,  43°.  Winds:  W.  by  N.,  W.  by  N.  J  N.,  and  N.  W.  Moderate  gale,  and  a 
very  heavy  head  sea,  with  frequent  squalls.  At  11  hours  30  min.  A.  M.  wind  suddenly  shifted  to  the  S.  W. 
Distance  run,  104  miles. 

Mairch  7.  Lat.  58°  02'  S. ;  long.  74°  58'  W.  Current,  E.,  I  mile  per  hour.  Barometer,  28.60 ;  tem- 
perature of  air,  46°  ;  of  water,  44°.  Winds :  S.  W.,  W.  by  S.,  and  N.  W.  by  N.  Light  breezes  from  the  S. 
W.,  and  foggy,  with  rain.  At  4  A.  M.  tacked  to  the  southward;  at  noon,  struck  aback  with  a  wind  from 
the  S.  W.     Distance  run,  62  miles. 

March  8.  Lat.  67°  17'  S.;  long.  76°  22'  W.  Current,  E.,  1^  miles  per  hour.  Barometer,  27.60; 
temperature  of  air,  46° ;  of  water,  46°.  Winds :  W.  by  S.,  N.  W.  by  W.,  and  S.  W.  At  2  P.  M.  a  clipper 
ship  on  our  lee  quarter,  dist.  8  miles.    At  10  P.  M.  wind  backing  to  the  N.    Barometer,  falling  fast ;  latter 


CAl'K  HORN   TRACKS.  681 

part,  hard  rain,  wind  increasing  and  hauling  to  the  westward,  in  heavy  squalls.  Distance  run,  64  miles ; 
clipper  ship  bears  S.  S.  W.  14  miles. 

March  9.  Lat.  55°  19'  S.;  long.  77°  25'  W.  Current,  31  miles,  S.  71°  E.  Barometer,  28.72;  tem- 
perature of  air,  43° ;  of  water,  44°.  Winds :  S.  W.  by  W.,  W.  S.  W.,  and  S.  W.  Strong  breezes  and  a 
heavy  irregular  sea ;  squalls  heavy  for  two  reefs.  Distance  run,  124  miles ;  clipper  ship  S.  by  W.  distant 
14  miles. 

March  10.  Lat.  54°  22'  S.;  long.  78°  52'  W.  Barometer,  28.90;  temperature  of  air,  46°;  of  water, 
45°.  Winds :  S.  W.,  calm,  and  south.  Light  breezes  and  fine  weather ;  clipper  ship  S.  W.  by  S.  distant 
18  miles. 

March  11.  Lat.  52°  55'  S.;  long.  83°  00'  W.  Barometer,  29.00;  temperature  of  air,  44°;  of  water, 
45°.  Winds :  S.,  S.  and  E.,  and  N.  N.  E.  Moderate  breezes  and  pleasant  weather.  Latter  part,  fresh 
breezes.    Distance  run,  173  miles. 

March  12.  Lat.  52°  32'  S. ;  long.  84°  38'  W.  Current,  E.,  18  miles.  Barometer,  28.40 ;  temperature 
of  air,  50°;  of  water,  46°.  Winds:  N.,  N.  W.  by  K,  N.  W.  by  N.  J  N.  Heavy  gales;  ship  under  close 
reef;  heavy  rain  ;  at  6  P.  M.  wore  ship;  a  strong  gale  blowing,  and  an  ugly  sea.     Distance  run,  82  miles. 

March  13.  Lat.  50°  25'  S. ;  long.  84°  00'  W.  Current,  E.,  18  miles.  Barometer,  29.00 ;  temperature 
of  air,  48° ;  of  water,  47°.  Winds  :  W.  S.  W.,  N.  W.  by  N.,  and  N.  W.  Strong  gales,  and  squally  until 
7  A.  M. ;  shook  out  all  reefs ;  clipper  ship  five  miles  to  windward,  on  the  western  tack.  Latter  part,  foggy. 
Spoke  the  ship  Phantom,  from  Boston,  sailed  January  6.    Ends  with  light  rain.     Distance  run,  170  miles. 

Capl.  0.  R.  Mumford  to  Lieut.  Maury. 
You  will  please  note  that  I  was  compelled,  by  bafiling  winds,  to  make  several  tacks  each  day, 
between  the  parallels  of  35°  and  30°  S.,  long.  95°  to  100°  W.  Had  I  been  a  few  degrees  farther  east,  T 
have  no  doubt  but  that  I  should  have  made  a  better  passage ;  and  I  have  reason  to  think  that  if  I  could 
have  got  farther  west,  such  would  have  been  the  case;  for  it  appears  we  were  between  two  winds,  not  far 
distant  from  us  either  way.  We  crossed  the  equator  in  118°  W.,  and  were  22  days  into  port,  having  light 
winds  after  passing  28°  N.  I  was  very  particular  about  the  current,  from  30°  N.  and  135°  W.  into  port ; 
and  my  observations  confirmed  those  of  my  other  passages.  If  I  ever  should  come  this  way  again,  I  will 
never  cross  the  equator  east  of  118°  W.,  which  I  think  is  about  the  right  spot. 

Mascomma  (A.  D.  Cobb),  Boston  to  San  Francisco. 

March  19,  1853.  Lat.  51°  03'  S.;  long.  65°  89'  W.  Barometer,  80.03;  temperature  of  air,  50°;  of 
water,  48°.  Winds:  W.K  W.,  N.  W.,  S.  W.  First  part,  light  wind  and  fine  weather;  middle,  moderate 
and  hazy ;  latter,  fresh  breezes  and  fine  weather. 

March  20.  Lat.  53°  37'  S.;  long.  65°  18'  W.  Current,  1  knot,  K  E.  Barometer,  29.94;  tempera- 
ture of  air,  47°;  of  water,  45°.  Winds:  W.  S.  W.  throughout;  fine  breezes,  and  pleasant.  Barometer,- 
falling. 


■* 


532  THE  WIND  AND  CURRENT  CHARTS. 

Marcli21.  Lat.  55°  04' S.;  long.  65°  13' W.  Current,  the  same.  Barometer,  29.57 ;  temperature 
of  air,  48°;  of  water,  44°.  Winds:  N.N.  W.,  N.  N.  W.,  N.W.  First  part,  light  winds,  and  clear;  at  6 
P.  M.  hauled  up  to  go  outside  of  Staten  Land ;  midnight,  strong  winds,  and  foggy ;  morning,  more  mode- 
rate ;  at  8  A.  M.  hauled  up  to  westward  to  double  Cape  St.  John.    Ends  foggy. 

March  22.  Lat.  55°  25'  S. ;  long.  64°  20'  W.  Barometer,  29.53;  temperature  of  air,  46° ;  of  water, 
43°.  Winds:  N.  N.  W.,  S. W.,  S.  E.  First  part,  light  airs,  and  foggy;  middle  part,  very  thick,  with 
variable  winds,  and  light  rain ;  latter  part,  variable  airs,  and  clear.  At  noon.  Cape  St.  John  bore  (per 
comp.)  N.  N.  E.  45  miles  distant. 

March  23.  Lat.  56°  07'  S. ;  long.  66°  20'  W.  Current,  1  knot,  N.  E.  Barometer,  29.50 ;  temperature 
of  air,  47°  ;  of  water,  46°.  Winds :  W.,  N.  W.,  N.  W.  by  W.  First  part,  light  and  fine ;  midnight,  strong 
winds.     Ends  with  light  airs  from  the  N.  W.,  with  a  heavy  S.  W.  swell.     Barometer  falling  slowly. 

March  24.  Lat.  56°  39'  S. ;  long.  66°  49'.  Barometer,  29.25 ;  temperature  of  air,  47° ;  of  water,  45°. 
Winds :  N.  N.  W.,  W.,  W.  Commences  light  winds,  and  cloudy ;  midnight,  squally  and  rainy.  Ends  with 
strong  gales.     Barometer,  steady. 

March  25.  Lat.  57°  32'  S. ;  long.  67°  21'  W.  Current,  1  knot,  N.  E.  Barometer,  28.20 ;  tempera- 
ture of  air,  41°;  of  water,  44°.  Winds:  W.  by  N.,  N.  W.,  W.  First  part,  strong  gales,  with  heavy  rain; 
moderated  during  the  afternoon  ;  midnight,  the  wind  increased  to  a  hard  gale,  which  continued  throughout. 
At  noon,  barometer  28.84. 

March  26.  Lat.  58°  03'  S.;  long.  67°  26'  W.  Barometer,  28.84  ;  temperature  of  air,  41°  ;  of  water, 
42°.     AVind  :  west ;  hard  gales  with  snow  squalls. 

March  27.  Lat.  57°  45'  S.;  long.  68°  17'  W,  Current,  1  knot,  E.  N.  E.  Barometer,  28.90;  tempera- 
ture of  air,  40°  ;  of  water,  42°.  Winds  :  W.,  S.  S.  W.,  E.  First  part,  hard  gales,  with  severe  hail  squalls ; 
middle,  light,  variable  winds ;  at  10  A.  M.  wind  canted  to  S.  S.  W.,  in  a  snow  squall,  and  increased  to  a 
hard  gale. 

March  28.  Lat.  57°  10'  S. ;  long.  68°  20'  W.  Current,  the  same.  Barometer,  28.80  ;  temperature  of 
air,  37°  ;  of  water,  45°.  AYinds  :  S.  W.,  W.,  S.  by  W.  First  part,  strong  gales,  with  heavy  squalls,  hail, 
and  snow ;  middle,  the  same.     Ends  with  moderate  winds,  and  snow  squalls. 

March  29.  Lat.  56°  35'  S.;  long.  69°  47'  W.  Barometer,  29.60;  temperature  of  air,  36°  ;  of  water, 
46°.  Winds:  S.  by  W.,  S.  by  W.,  S.  Commences  with  strong  gales  and  heavy  squalls,  and  much  snow; 
at  10  A.  M.  more  moderate.     Ends  with  fresh  gales  and  light  squalls. 

March  30.  Lat.  56°  30'  S. ;  long.  71°  21'  W.  Current,  2  knots,  E.  N.  E.  Barometer,  29.10 ;  tem- 
perature of  air,  36°  ;  of  water,  43°.  Winds :  S.,  S.  by  E.,  S.  Commences  fresh  gales  and  fine  weather ; 
middle,  light,  variable  winds,  with  light  snow  squalls.  Ends  fine ;  with  good  observations  find  a  2  knot 
current  (easterly),  for  the  last  three  days. 

March  31.  Lat.  56°  07'  S.;  long.  73°  26'  W.  Current,  1  knot,  E.  N.  E.  Barometer,  29.00;  tem- 
perature of  air,  36°  ;  of  water,  43°.  Winds :  S.  S.  E.,  S.  by  E.,  S.  S.  E.  First  part,  strong  winds,  with  light 
snow  squalls;  middle,  light  and  variable,  with  heavy  clouds;  latter,  moderate  and  fine. 


OAPK  HORN  TRACKS.  68S 

April  1.  Lat.  55°  36'  S. ;  long.  78°  13'  W.  Barometer,  29.45 ;  temperature  of  air,  38° ;  of  water, 
43°.  Winds :  S.  E.,  S.,  S.  S.  E.  First  part,  moderate ;  middle  and  latter  parts,  strong  gales,  with  snow 
squalls. 

April  2.  No  observation.  Barometer,  29.64;  temperature  of  air,  43°  ;  of  water,  45°.  Winds:  S.  S. 
W.,  S.  S.  W.,  S.  W.  Commences  with  strong  winds,  rain,  and  snow;  middle,  strong  winds  and  cloudy; 
latter,  strong  gales,  with  snow  and  rain. 

April  3.  No  observation.  Barometer,  29.64 ;  temperature  of  air,  45°  ;  of  water,  46°.  Winds ;  S.  W^ 
S.  S.  W.,  S.     Commences  with  strong  gales  and  thick  weather,  which  continue  throughout  the  day. 

April  4.  No  observation.  Barometer,  29.85 ;  temperature  of  air,  47° ;  of  water,  50°.  Winds :  S.  S. 
W.,  S.  W.  by  S.,  S.  W.  Commences  with  strong  winds,  and  rainy  appearances  ;  midnight,  strong  gales, 
and  thick  cloudy  weather.     Ends  with  fresh  breezes,  and  cloudy.    Lat.  (D.  R.)  supposed  to  be  about  50°  S. 

A.  Chesehorough  (R.  C.  Cheseborough),  New  York  to  San  Francisco. 

March  19,  1853.  Lat.  50°  57'  S. ;  long.  65°  46'  W.  Barometer,  30.00  ;  temperature  of  air,  56° ;  of 
water,  52°.  Winds :  N.  W.,  S.  W.  First  part,  wind  light  and  pleasant ;  middle  and  latter  parts,  moderate 
breezes  and  pleasant.    Barometer  varying  from  29.55  to  30.20,  without  any  change. 

March  20.  Lat.  53°  24'  S.;  long.  65°  17'  W.  Barometer,  29.90;  temperature  of  air,  58°;  of  water, 
54°.    Winds :  S.  W.,  W.,  N.     First  and  middle  parts,  moderate  and  pleasant ;  latter  part,  light. 

March  21.  No  observation.  Barometer,  29.70 ;  temperature  of  air,  58° ;  of  water,  48°.  Wind  north. 
First  and  middle  parts,  pleasant ;  latter,  foggy  ;  wind  variable. 

March  22.  No  observation.  Barometer,  29.50 ;  temperature  of  air,  56° ;  of  water,  49°.  Winds : 
variable  throughout.  Begins  with  light  winds  and  a  thick  fog.  At  noon,  sounded  in  40  fathoms ;  wore 
ship  to  the  westward ;  at  3  P.  M.,  saw  N.  W.  point  of  Staten  Land  bearing  E.,  distant  three  miles ;  wore  ship 
to  the  southward;  strong  tide  setting  E.  N.  E. ;  tacked  ship  to  N.  E.;  8  P.  M.,  fell  calm;  9  P.  M.,  light 
southerly  breeze;  saw  the  land,  bearing  east,  eight  miles  distant;  midnight,  rain  ;  2  A.  M.,  calm;  6  A.  M., 
St.  Diego  bearing  W.,  10  miles  distant;  Cape  St.  Bartholomew,  S.  by  E.,  14  miles;  being  in  45  fathoms 
water,  and  finding  a  strong  tide  setting  to  the  eastward,  concluded  not  to  go  through  the  Straits  of  Le  Maire; 
ends  with  light  winds;  at  11  hours  30  min.  Cape  St.  John,  B.  S.  E.,  15  miles  distant. 

March  23.  No  observation.  Barometer,  29.50 ;  temperature  of  air,  53°  ;  of  water,  48°.  Winds :  W., 
N.  N.  E.,  N.  First  part,  light  wind,  with  fine  weather.  At  6  P.  M.,  calm ;  8  P.  M.,  light  N.  N.  E.  breeze ; 
at  10,  moderate;  strong  current  W.  S.  W.,  and  finding  we  could  not  clear  Cape  St.  John,  tacked  to  the 
westward,  and  stood  again  for  the  Straits  of  Le  Maire ;  at  7  hours  30  min.  entered  with  a  strong  favorable 
tide  and  light  north  wind ;  at  9  A.  M.,  passed  Cape  Good  Success  ;  ends  clear. 

March  24.  Lat.  56°  29'  S. ;  long.  66°  40'  W.  (D.  R.)  Barometer,  29.30 ;  temperature  of  air,  49° ;  of 
water,  48°.  Winds :  N.  N.  E.,  calm,  W.  Begins  with  light  winds  and  fine  weather ;  middle  part,  calm  ; 
at  2  A.  M.,  strong  gales  from  the  westward,  with  rain  and  hard  squalls ;  ends  moderate,  with  the  sun  out 
at  times. 


634  THE  WIND   AND   CUREENT  CHARTS. 

March  25.  Lat.  (D.  K.)  57°  10'  S.;  long.  (D.  K.)  68°  50'  W.  Barometer,  29.00;  temperature  of  air, 
44°  ;  of  water,  48°.  Winds :  W.,  N.,  N.  W.  Begins  moderate ;  at  3  P.  M.,  Cape  Horn  in  sight,  bearing 
N.  W.,  40  miles  distant ;  8  P.  M.,  wind  light  from  the  northward ;  midnight,  strong  gales ;  4  A.  M.,  squally, 
with  hail ;  ends  strong  gales  and  heavy  sea. 

March  26.    Lat.  58°  15'  S.;  long.  .     Barometer,  28.85;  temperature  of  air,  40°;  of  water,  44°. 

Winds:  W.,  W.,  W.  S.  W.  Commences  with  hard  gales  and  heavy  squalls ;  at  1  P.  M.,  barometer,  28.85; 
wind  increasing ;  at  2,  barometer,  29.10 ;  squalls  not  so  heavy ;  middle  and  latter  parts,  strong  gales  and 
hard  squalls  of  hail  and  rain. 

March  27.  Lat.  57°  40'  S. ;  long.  70°  10'  W.  Barometer,  28.80 ;  temperature  of  air,  40° ;  of  water, 
44°.  Winds :  W.  S.  W.,  calm,  S.  W.  First  part,  moderate ;  middle,  calm ;  at  2  A.  M.,  light  from  S.  E. ; 
4  A.  M.,  south ;  8  A.  M.,  S.  W. ;  strong  gales  and  squalls ;  ends  same ;  barometer,  29.10. 

March  28.  Lat.  56°  30'  S. ;  long.  71°  30'  W.  Barometer,  28.90 ;  temperature  of  air,  36° ;  of  water, 
42°.  Winds:  W.,  calm,  S.  W.  First  part,  strong  gales;  at  9  P.M.,  calm;  11  P.M.,  E.;  1  A.M.,  S.E.; 
Barometer,  28.70  ;  8  A.  M.,  hard  gales,  and  squalls,  and  high  sea  ;  ends  the  same ;  barometer,  29.15. 

March  29.  Lat.  55°  40'  S.;  long.  73°  10'  W.  Barometer,  29.10;  temperature  of  air,  38°;  of  water, 
42°.  Winds  :  S.  W.,  S.  W.,  S.  E.  First  part,  hard  squalls  and  calms ;  middle  part,  light ;  at  8  A.  M.,  light 
from  the  eastward ;  barometer,  29.20. 

March  30.  Lat.  53°  57'  S. ;  long.  75°  30'  W.  Barometer,  29.20  ;  temperature  of  air,  40°  ;  of  water, 
43°.  Winds :  S.  E.,  S.  S.  W.,  S.  S.  W.  First  part,  light  from  the  southward,  with  light  snow  squalls ;  at  3 
P.M.,  pleasant;  middle  and  latter  parts,  moderate,  with  light  snow  squalls;  at  11  hours  30  min.  A.M., 
passed  through  strong  tide  rips. 

March  31.  Lat.  52°  48'  S. ;  long.  77°  37'  W.  Barometer, '29  ;  temperature  of  air,  42° ;  of  water,  46°. 
Wind :  variable  throughout.     Frequent  squalls  of  snow,  and  sometimes  calm. 

April  1.  Lat.  49°  41'  S.;  long.  78°  30'  W.  Barometer,  29.20;  temperature  of  air,  45°;  of  water, 
47°.  Winds :  variable,  S.,  S.  First  part,  variable,  with  light  squalls  of  rain  and  snow.  At  6  P.  M.  strong 
gales  and  hard  squalls  from  the  southward ;  middle  and  latter  parts  the  same ;  at  noon  barometer,  29.70. 

Lucknow  (S.  Plumer),  Boston  to  California. 

March  7,  1853.  Lat.  47°  51'  S. ;  long.  63°  W.  Current,  slight,  N.  Barometer,  29.68 ;  temperature 
of  air,  54°;  of  water,  53°.  Winds:  N.  W.,S.S.  W.,  W.S.  W.  Begins  with  a  fine  N.W.  wind  and  pleasant 
weather ;  at  evening,  it  hauled  to  the  westward.  During  the  night,  wind  baffling  from  W.  to  S.  At  8 
A.M.  sounded  in  65  fathoms:  black  and  yellow  fine  sand.  Latter  part,  fine  breezes  and  pleasant.  Baro- 
meter rather  low  for  such  weather,  29.60  to  29.70.  Much  kelp  and  sea-weed.  2  A.  M.  tacked  to  W., 
and  at  8  A.  M.  to  S. 

March  8.  Lat.  50°  26'  S. ;  long.  65°  33'  W.  Barometer,  28.88 ;  temperature  of  air,  58° ;  of  water, 
63°.    Winds:  W.  S.  W.,  N.  W.,  W.    Begins  with  light  breezes  and  fine  weather  ;  evening,  wind  hauling 


CAPE   HORN  TRACKS.  535 

to  N.  W.,  and  increasing ;  middle,  fresh  gales ;  barometer  falling,  29.40 ;  latter  part,  hard  gales  and  cloudy ; 
barometer  at  a  stand,  28.88 ;  wind  hauling  to  S.  W. 

March  9.  Lat.  51°  22'  S.;  long.  64°  36'  "W.  Slight  northerly  current.  Barometer,  29.25;  tempera- 
ture of  air,  52°;  of  water,  48°.  Winds:  W.S.  W.,  S.W.,  S.S.  W.  First  part,  hard  gales  and  furious 
squalls ;  middle  and  latter  parts,  hard  gales.     Barometer  rising  very  slowly. 

March  10.  Lat.  51°  51'  S.;  long.  64°  56'  W.  Current  (per  hour),  1  knot,  N.N.  W.  Barometer, 
29.30 ;  temperature  of  air,  50°  ;  of  water,  48°.  Winds :  S.  W.  by  S.,  S.  W.  by  W.,  S.  W.  Unsteady 
winds  and  dark  cloudy  weather,  with  showers  of  rain.  At  1  P.M.  wore  ship  to  the  westward,  and  at  8,  to 
the  southward. 

March  11.  Lat.  51°  53'  S. ;  long.  65°  26'  W.  Current  (per  hour),  |  knot,  N.  Barometer,  29.55; 
temperature  of  air,  49°;  of  water,  48°.  Winds:  S.  W.,  S.S.  E.  to  S.,  S. S.  W.  Begins  with  unsteady, 
gloomy,  rainy,  and  squally  weather.  Barometer  falling.  11  P.  M.  wind  hauled  S.  S.  E.  suddenly  in  a 
squall ;  wore  to  the  westward ;  barometer  rose  /g  with  this  change  of  wind;.  Ends  with  hard  gale,  rough 
sea,  and  clear  sky. 

March  12.  Lat.  52°  34'  S. ;  long.  66°  28'  W.  Current  (per  hour),  |  knot,  N.  N.  W.  Barometer, 
29.60;  temperature  of  air,  53°;  of  water,  49°.  Winds:  S.S.  W.  to  S.E.,  S.E.  to  N.E.,  N.E.  to  N.N.  W. 
Moderating ;  sea  going  down ;  during  the  night,  a  light  air  hauling  to  the  northward.  Ends  with  a 
moderate  N.N.  W.  wind  and  cloudy  weather.     Barometer  from  29.90  to  29.60. 

March  13.  Lat.  54°  50'  S. ;  long.  65°  W.  Barometer,  29.18 ;  temperature  of  air,  51°  ;  of  water,  49°. 
Winds :  N.  N.  W.,  N.  W.,  N.  W.  to  W.  Begins  with  light  breezes  and  cloudy.  Sounded  in  from  47  to  54 
fathoms.  At  daylight  saw  the  land.  At  10  hours  15  min.  entered  the  Straits  of  Le  Maire  with  a  fine  N.  W. 
wind,  which  hauled  to  W.  in  the  straits.  Found  a  six  knot-current  setting  through,  and  of  course  quite  a 
turbulent  sea.  At  noon.  Cape  Good  Success  bore  S.  W.  |  W.,  and  Cape  St.  Bartholomew  (Staten  Land)  E. 
J  N.  (per  compa.ss).  Clear  in  the  straits,  but  cloudy  over  the  land.  Barometer  falling  gradually,  with  a 
continued  light  breeze  and  pleasant  weather. 

March  14.  Lat.  55°  56'  S.;  long.  64°  18'  W.  Current  (per  hour),  |  knot,  N.  E.  Barometer,  29.25; 
temperature  of  air,  46°  ;  of  water,  44°.  Winds :  W.,  W.  S.  W.,  S.  W.  by  W.  Begins  with  light  airs  and 
calms.  At  4  P.  M.  a  fresh  breeze  sprung  up  at  W.  S.  W.,  which  soon  became  a  gale.  Middle,  hard  gales 
and  harder  squalls.     Latter,  more  moderate.     Saw  cape  pigeons  and  other  birds. 

March  15.  Lat.  56°  05'  S. ;  long.  63°  34'  W.  Barometer,  29.60 ;  temperature  of  air,  42° ;  of  water,. 
44°.  Winds :  S.  S.  W.,  S.  S.  W.  Hard  gales  and  heavy  squalls ;  wind  from  S.  S.  W.  to  S. ;  wore  ship 
twice ;  wind  and  sea  gradually  increasing ;  no  observation.     Barometer  rising  slowly  all  day. 

March  16.  Lat.  55°  25'  S.;  long.  63°  35'  W.  Barometer,  29.76;  temperature  of  air,  44°;  of  water, 
43°.  Winds :  S.  by  W.,  S.,  S.  by  W.  Commences  with  hard  gales  and  squalls,  with  snow  and  hail — 
weather  same  during  the  night.  At  6  A.  M.  saw  Staten  Land  bearing  from  N.  W.  to  N. ;  wore  ship  to  the 
S.  E. ;  latter  part,  moderating,  but  squally ;  found  40  miles  northward  in  the  last  two  days. 

March  17.    Lat.  (bearings)  55°  18'  S. ;  long,  (do.)  63°  35'  W.     Current  (per  hour),  1  knot  N.,  42°  E. 


536  THE  WIND  AND  CUHKENT  CHARTS. 

Barometer,  29.82;  temperature  of  air,  43°  ;  of  water,  43°.  Wind:  S.;  unsteady  winds,  and  cloudy,  with 
hail  snow,  and  rain,  during  first  and  middle  parts ;  latter  part,  light  winds  and  cloudy.  Tacked  twice,  and 
laid  up  well  on  both  tacks. 

March  18.  Lat.  57°  08'  S. ;  long.  63°  34'  "W.  (D.  E.)  Barometer,  29.40 ;  temperature  of  air,  45°  ;  of 
water,  44°.  "Winds :  S.  S.  W.,  W.  Begins  with  light  breezes ;  during  the  night,  unsteady ;  morning, 
freshening.  Ends  with  a  settled  gale  from  W. ;  cloudy  during  the  day,  with  rain  the  latter  part ;  barometer 
falling  slowly;  no  observation. 

March  19.  Lat.  58°  31'  S.;  long.  63°  04'  W.  (D.  E.)  Barometer,  29.45  ;  temperature  of  air,  47°  ;  of 
water,  43°.  Winds:  W.  S.  W.,  W.  by  S.,  W.  Hard  gales  and  foggy,  with  rain  squalls;  barometer 
stationary;  a  rough,  irregular  sea  running. 

March  20.  Lat.  58°  48'  S.;  long.  62°  10'  W.  Current  (three  last  days),  52  miles,  N.  by  E.  Barome- 
ter, 29.55;  temperature  of  air,  45°;  of  water,  39°.  Winds:  W.  by  S.,  W.  S.  W.,  S.  W.  by  W.  Hard 
gales  and  rainy,  with  a  bad  seg,  running.  4  A.  M.  moderated  for  a  short  time,  a  little;  barometer  fell  to 
28.25. 

March  21.  Lat.  59°  25'  S.  (D.E.);  long.  64°  10'  W.  (D.  E.)  Barometer,  29.40  ;  temperature  of  air, 
44°  ;  of  water,  40°.  Winds :  S.  W.  by  W.,  W.,  N.  W.  First,  unsteady  breezes  and  foggy,  with  a  heavy 
sea  from  S.  W. ;  middle,  light  N.  W.  wind ;  latter,  fine  N.  W.  wind  and  foggy  ;  ship  pitching  heavily  into  a 
head  sea. 

March  22.  Lat.  60°  19'  S. ;  long.  67°  23'  W.  Current,  E.,  20  miles  in  two  days.  Barometer,  29.20 ; 
temperature  of  air,  44°  ;  of  water,  41°.  Winds :  N.  W.  by  W.,  N.  W.  by  W.,  W.  N.  W.  Unsteady  breezes 
from  W.  N.  W.  to  N.  W.,  and  foggy  throughout. 

March  23.  Lat.  60°  15'  S. ;  long.  68°  41'  W.  Current,  |  knot  per  hour,  E.  N.  E.  Barometer,  29.02 ; 
temperature  of  air,  44° ;  of  water,  43°.  Winds :  W.  N.  W.,  W.,  N.  N.  W.  to  W.  N.  W.  Begins  with  brisk 
breezes  and  foggy.  6  P.M.  tacked  to  the  northward;  middle,  light  airs,  and  calm,  pleasant.  3  A.  M.  brisk 
breeze  from  N.N.  W.,  tacked  to  W.  Ends  squally;  plenty  of  porpoises,  penguins,  &c.  in  sight  about  the 
ship. 

March  24.  Lat.  60°  50'  S. ;  long.  70°  21'  W.  Current,  1  knot  per  hour,  E.  N.  E.  Barometer,  28.82 ; 
temperature  of  air,  45° ;  of  water,  41°.  Winds :  N.  W.,  W.  N.  W.,  N.  W. ;  winds  unsteady,  from  N.  W. 
to  W.N.  W.,  with  squalls,  fog,  and  rain  ;  from  a  calm  to  a  gale,  with  some  very  pleasant  weather.  Tacked 
ship  twice ;  a  heavy  swell  from  W.  S.  W. 

March  25.  Lat.  60°  37'  S. ;  long.  70°  42'  W.  (D.  E.)  Barometer,  28.26  ;  temperature  of  air,  43° ;  of 
water,  41°.  Winds:  N.  W.  by  N.,  W.  by  N.,  W.  byN.  Begins  with  brisk  breezes,  rainy,  and  squally, 
which  gradually  increased  to  a  gale  with  heavy  squalls  and  torrents  of  rain.  8  P.  M.  a  sudden  shift  of  wind 
to  west :  wore  to  the  N.     Ends  with  hard  gales  and  heavy  sea  runnin<'. 

March  26.  Lat.  59°  27'  S.;  long.  70°  14'  W.  Barometer,  28.75;  temperature  of  air,  42°;  of  water, 
43°.     Winds:  W.N.  W.,  W.,  W.  by  S.     First  part,  hard  gales  and  squally,  with  a  high  sea;  middle,  hard 


CAPE  HORN  TRACKS.  687 

squalls  with,  rain,  sleet,  hail,  and  snow ;  latter  part,  unsteady,  but  moderating ;  snow  squalls ;  heavy  sea 
fromW.S.W. 

March  27.  Lat.  58°  03'  S.;  long.  71°  06'  W.  Barometer,  29.00;  temperature  of  air,  42°;  of  water, 
43°.  Winds :  W.  by  N.,  W.  S.  W.  First  part,  unsteady  breezes  with  snow  squalls ;  middle,  calm ;  morning, 
hard  gale  and  hard  squalls,  from  S.  W. to  W. S. W.  Ends  with  snow  and  raiu;  heavy  sea  running;  no 
current  the  last  two  days. 

March  28.  Lat.  57°  04'  S.;  long.  72°  40'  W.  Barometer,  29.00;  temperature  of  air,  38°;  of  water, 
44°,  Winds  :  W.  by  S.,  baffling,  S.  by  W.  First  part,  hard  gales  from  westward,  and  squally ;  8  P.  M. 
fell  calm;  barometer,  28.60 ;  light  snow  falling;  middle,  light  breeze  from  east,  which  soon  hauled  to  the 
south,  and  increased  to  a  gale ;  clear  weather ;  passing  snow  squalls.  Barometer  rose  at  4  A.  M.  Ends 
with  a  hard  gale,  hard  and  long  snow  squalls,  and  a  heavy  sea. 

March  29.  Lat.  56°  08'  S. ;  long.  74°  42'  W.  Current,  f  knot  per  hour,  E.  K  E.  Barometer,  29.12  ; 
temperature  of  air,  40° ;  of  water,  44°.  AVinds  :  S.  by  W.,  S.  W.,  S.  First  part,  hard  gales  and  hard  snow 
squalls ;  middle  part,  moderate  but  squally ;  latter  part,  strong  gales  and  cloudy. 

March  30.  Lat.  55°  14'  S.;  long.  78°  38'  W.  Barometer,  29.25;  temperature  of  air,  42°;  of  water, 
45°.  Winds :  S.  by  W.,  S.  W.,  S.  Unsteady  gales  and  cloudy,  with  snow  squalls  and  a  high  sea.  Baro- 
meter fell  j*5  or  ^5  ;  rose  again.     Many  birds  about. 

March  31.  Lat.  53°  40'  S.;  long.  81°  19' W.  A  slight  westerly  current.  Barometer,  29.10 ;  tem- 
perature of  air,  44°  ;  of  water,  46°.  Winds :  S.  W.,  S.  W.  by  W.,  S.  S.  W.  to  S.  First  part,  light  winds  and 
cloudy  with  light  snow  squalls ;  middle  part,  fresh  gales  and  cloudy ;  latter  part,  wind  hauling  to  southward ; 
heavy  gale  and  heavy  sea. 

April  1.  Lat.  51°  42'  S. ;  long.  85°  09'  W.  (D.  E.).  Barometer,  29.85;  temperature  of  air,  45°;  of 
water,  47°.  Winds:  S.  by  E.,  S.,  S.  by  W.  First  part,  hard  gales  and  squally  with  hail,  and  a  bad  sea. 
Kunning  with  wind  and  sea  on  the  quarter,  and  shipping  much  water.  Middle,  moderating,  sea  more 
regular.     Ends  unsteady  gales,  cloudy  and  squally.     Barometer  rising  all  day. 

April  2.  Lat.  49°  58'  S. ;  long.  88°  22'  W.  Barometer,  30.00 ;  temperature  of  air,  48°  ;  of  water,  48°. 
Winds  :  S.  W.  by  S.,  S.  W.,  S.  W.     Fresh  and  cloudy. 

Ship  Esther. 

March  7,  1853.  Lat.  49°  48'  S.;  long.  64°  05'  W.  Barometer,  29.20;  temperature  of  air,  51°; 
Winds  :  N.  W.,  S.  S.  W.,  W.  S.  W.    First  part,  strong ;  middle  and  latter  parts,  pleasant  breezes. 

March  8.  Lat.  52°  15'  S. ;  long.  64°  35'  W.  Barometer,  28.40.  Winds:  W.  S.  W.,  W.  N.  W.,  W.  S.  W. 
First  part,  strong  breezes ;  latter  part,  moderate. 

March  9.  Lat.  51°  54'  S. ;  long.  63°  55'  W.  Barometer,  28.20.  Winds :  W.  S.  W.,  W.  S.  W.,  S.  W. 
by  S.  At  9,  commenced  blowing  a  hurricane,  with  a  heavy  sea.  Ship  under  main  spencer,  lying  to.  At 
7,  shipped  a  sea  breaking  adrift  water-casks,  &c. ;  barometer  ceased  to  fall.  At  3  P.  M.  began  to  rise ;  wind 
abated  a  little. 

68 


588  TBB  WIMP  AND  OURRKNT  OHARIl. 

Miiwh  10.  TiiU.  52"  50'  S.;  long.  08'  CO'  W.  Buroinoter,  20,00;  tciniKMiituro  ol"  uir,  •15'';  of  water, 
40°.     ^V  mU :  S.  W.,  W.  S.  W.,  W.  S.W.    Strong  gRlo ;  latter  part,  heavy  wmalls  of  hail  mul  rain. 

Mai-oh  11.  Lnt.  BS"  68'  S.;  long.  62°  66'  W.  Dftromotor,  20.00 ;  tomporatiiro  of  air,  45° ;  of  water, 
46".    Wimla :  W.  S.  \V.,  S.  W.,  S.  W. ;  IVosh  guloi. 

Maivh.  12.  Tint.  64"  20'  S. ;  long.  08°  25'  W.  Baroinolor,  -VMO  ■  toinporaturo  of  air,  40° ;  of  water, 
4rt°.  \Viiul!<:  S.  W.,  8.  S.  K.,  W.;  heavy  ^ales  ami  hiiuuIKm,  (Irst  part;  latter,  ft-osh  broozo;  mado  Stutou 
Jiuml  at  2  hourn  10  min.  A.  M. 

Mttivh  1!}.  Ut.  66°  80'  S.;  long.  06°  20'  \V.  Baroniotor,  28.00;  toinporaturo  of  air,  40°;  of  water, 
46*».  Wimls;  N.  W.,  oahui,  N.  W.;  llrat  part,  strong  broozoa  and  stiuully  looking  weather;  middle,  ealm; 
lattor,  atrong  biH)OKOS ;  pnasod  Stuton  Land  at  6  P.  M. 

MaroU  U.  Lat.  50«  28'  S.;  long.  05°  00'  W."  Current,  E.,  1  knot  per  hour.  Barometer,  20.00; 
tomporaturo  of  nir,  44°;  of  water,  43°.  Winds:  W.  S.  W.,  W.  S.  W.,  W.  S.  W.;  flrat  part,  light  and 
b«Uliing;  at  0  P.  M.  wind  inoroasod  suddenly  to  a  very  hard  galo,  with  a  heavy  hard  sea  from  south. 

Mareh  16.  Lat.  65°  66'  S.;  long.  00°  12'  W.  Current,  N.  N.  E.,  IJ  knots  per  hour.  Barometer, 
89.40;  toniperaturo  of  air,  42° ;  of  water,  46°.    "Winds:  S.,  S.,  S.;  heavy  gales  and  squalls. 

Maix'h  10.  liat,  66°  88'  S.;  long.  06°  46'  W.  Baromoter,  20.60;  temperature  of  air,  42°;  of  water 
46°.    Winds:  S.,  S.,  8.;  boavjr  galos  and  squalls. 

March  17.  Lat.  66°  80'  S.;  long.  06°  00'  W.  CunxMit,  N.  E.,  2  knoUs  por  hour.  Uaromotor,  '20.60  ; 
tomperatuit)  of  air,  60°  ;  of  water,  48^  Winds:  baflling  throughout.  We  have  had  U50  n\ilos  ourront, 
this  Uuxt  4  days,  setting  to  N,  N.  E. 

Maix'h  18.  Lat,  67°  10'  S.;  long.  06°  30'  W.  BarvHuetor,  20.10;  tempoi«aturo  of  air,  61° ;  of  water, 
48°.    Winds:  S.  S.  K.,  W.,  W.  by  S. ;  first  part,  light  and  pleasant;  latter,  heavy  galos. 

March  10.  U\t  68°  00'  S.;  long.  66°  80'  W.  Barometer,  20.00;  tomporaturo  of  air,  62°;  of  water, 
41°.    Winds :  W.  S.  W.,  calm,  W.  S.  W.;  first  and  hwt  part,  heavy  gjUos  with  rain ;  middle  part,  oolm. 

Maivh  20.  I.SU.  68°  06'  S. ;  long.  05°  00'  W.  Current,  K.  N.  E.,  1  knot  per  hour.  Barometer, 
20.80;  temiKM-ature  of  air,  60°;  of  water,  41°.  Winds:  Vf,  S.  W.,  W.  S.  W.,  W.  S.  W.;  heavy  gales  and 
heavy  soa. 

March  21.  Lat,  68°  80*  S, ;  long.  60°  10'  W^.  Barometer,  20.10 ;  temperature  of  air,  60° ;  of  water,  43°. 
Winds:  W.  S.  W.,  W.  N.  W.,  W.;  light  brooxos,  and  thick  weather. 

March  22.  U\i,  60°  30'  S.;  long.  68°  80'  W.  Barometer,  28.00;  temporaluro  of  air,  50°;  of  water, 
48°.    Winds:  W,  by  N.,  W.  N.  W.,  W.  by  N.;  first  part,  light;  latter,  good  breezes. 

Matx^h  28.  Lat  60°  17'  S.;  long.  72°  16'  W.  Current,  S.  E.,  \  knot  per  hour.  Variation,  23°  E. 
Baronxcter,  28.T0;  tomporature  of  air,  60°;  of  water,  42°.  Winds:  W.  N.  W.,  W.  N.  \\\  N.  W.  Fresh 
brcesos. 

March  24.  I^xt.  00°  40'  S.;  long.  74°  40'  W.  Baromoter,  28.2;  temporal  utv  of  air,  40°;  of  water, 
41°.    Winds:  N.  W.,  W.  &  W,,  N.  W.    Strong  breezes  at  4  A.  M.,  for  an  hour.    lialter  part,  strong  giUo. 


CAPK  nOKW  TRACK*.  8§# 

March  25,  Lat,  60"  40'  8.;  lonjf,  74"  4i5'  W,  Barorrwter,  27,00;  tomporatore  of  air,  ^O** ;  of  waUsr, 
41 ',    Windn :  "W.  N.  VV.,  W,  N,  W,,  W.    Very  Iwavy  gale*. 

March  20,  Lat,  59"  28' 8, ;  long,  74"  00'  W,  Current,  cajft,  |  knot  fxjr  hour,  BarornHUjr,  2M0 ; 
temperature  of  air,  50" ;  of  water,  42*,    WiiwU :  AV.  H,  W.,  W,,  W,    J/ti<»t  part,  frcxh  hn-A'/zut,  with  «KjiJftlI«, 

March  27.  Lat,  57"  45'  8,;  long,  74"  00'  W.  Baroriwtcr,  2hM;  tcmfwraturc  of  air,  47";  of  water, 
48".  Wiad»:  W,,  S.W,,  W.  8.  W.  Vint  part,  strong  br«e«w;  calm,  frorn  »  I',  M,  to  10  P,  M,  I/att«f 
part,  strong  from  W,  8,  VV, 

March  28,  I^t  56"  28'  8,;  long.  75*  15'  W.  Barom«?t«r,  28,90;  temperature  of  air,  40"^  (A  water, 
48*.  Winfl*:  W,,  baffling,  8,  by  "VV.  First  i»art,  strong  hmr/^'M  and  iKi«alI«  at  0  F',  M,  U)  10  V.  M, ;  Uffliog 
from  N.  to  N.  E.;  at  midnight,  to^A  hijary  iiqoall  from  south,    iMUsr  part,  strong  gales, 

March  29,  liat.  55"  00'  8,;  long,  77"  (X)'  VV.  Current,  east,  |  knot  per  \uj»r.  Barometer,  28,90; 
temfKsrature  of  air,  45";  of  water,  44".  Win/Is:  8,  by  W,,  W.  8.  W,,  8.  K.  First  part,  str/^ig  gales; 
middle  part,  mo<l*jratc;  latter  fArt,  strong  and  s^ifially, 

March  80.  lAt.  52"  56'  8. ;  long.  80"  00'  W.  Barom<?ter,  28,90;  Utmfmratur*}  of  air,  47";  of  water, 
46*  Winds:  8,S.E.,  S.  W.,  8.8,  E,  First  part,  strong  hreeaet,  with  s^^ualls;  roxldle,  light;  latter  {^rt, 
fftrong. 

March  81.  Lat,  i50»  Sf^  8. ;  long.  81*  00'  W.  Barometer,  28,80 ;  temperatore  of  air,  47» ;  of  wtUr, 
46".     Wimk:  8,  VV.,  8,  S.  W.,  8.  S.W.    Virfti  part,  myUratf,;  latter  part,  strong?  gale, 

Sfttp  AUyMxran. 

March  4, 1*58,  L«t.  50*  18' 8.;  long.  66"  27'  W.  Baronwst^jr,  29>'50 ;  t«mper«tare  of  air;  62*;  of 
water,  56"  Winda:  variable,  X.  X.  E,,  K.  N,  W.  First  and  mi^MIe,  pleasant;  latter  part,  thnn/ler  «n/J 
lightning. 

March  5,  Lat.  51*  2^  S.;  long.  96*  W  W.  l*>arotneter,  29.90.  Wifj'ls:  8.  W,,  VV.,  K.  W.  Vtom 
4  P.  M.  to  4  A.  M.  heavy  fpUec 

March  6.    Ut.  58"  IS'  8.;  long.  65"  11'  \V.     J;  ":r,  29,50;  temperature  of  air,  65";  <;f  water,  58*. 

Wind :  variable  from  north  Uy  w<j«t.    M'xlerate  bree»«  mui  pleasant. 

March  7.    Lat.  64'  2CJ'  8.;  long. W.    Barometer,  29,20;  temperature  of  air,  54';  of  water, 

60",  Wind :  N,  W.  Comes  in  frc»h  breeises  from  W.  X,  W.,  and  eloddy ;  mid^lle  part,  some.  Lay  liea/1 
to  the  northward  daring  the  night ;  morning  stood  to  the  soothward ',  9  A.M.  clouds  lifting;  mw  tb«  bmd. 
At  noon,  C^>e  St.  John  (Staten  Und)  bore,  per  compati^  8.  K.  l/y  K.,  20  mile*. 

March  8.  Xo  obserratioa.  Barometer,  28.70;  temperatare  of  air,  5«*;  of  water,  52".  Wiwls;  W. 
X.  W^  W.  X.  W.,  X.  W.  Fresh  breeze*  and  pleasant.  Passed  the  land  about  eiglit  mile*  i^f.  7rot*i  8 
to  tnenAiam,  fsuni  ain.    End*  pleMiat,    Barometer  filing. 

March  9.    Lat.  55"  11'  S.;  long, W.    Barometer,  29j00',  tempentore  of  air,  54*;  of  water, 

60*.  Winds:  X.  W.,  8.  W.  bjr  W,,  S.  W.  by  S.  Commeaee*  with  stmmg  fde«,  with  rain,  thttn^W,  nod 
lightning;  from  5  P.  M.  to  4  A.  M.,  I  think  a*  hard  a  f^  a»  I  ever  expeneoeed, and  a*  bad  a  ws.    BmW' 


540  THE  WIND  AND  CURRENT  CHARTS. 

meter,  28.65.  At  9  A.  M.  wind  and  sea  going  down ;  wore  ship  to  the  N.  W. ;  ends  strong  gales,  but  sea 
falling,  and  barometer  rising. 

March  10.  Lat.  55°  33'  S. ;  long.  62°  38'  W.  Barometer,  29.50 ;  temperature  of  air,  52° ;  of  water, 
50°.     Winds :  S.  S.  W.,  "W.  S.  W.,  S.  "W".    Strong  breezes,  and  pleasant ;  ends  squally. 

March  11.  Lat.  55°  27'  S.;  long.  62°  40'  W.  Barometer,  29.50;  temperature  of  air,  45° ;  of  water, 
45°.     Wind :  S.  W.     Strong  gales,  and  heavy  sea. 

March  12.  No  observation.  Barometer,  29.45;  temperature  of  air,  48°;  of  water,  46°.  Winds: 
S.  S.  E.,  S.^V.,  N.  W.     Strong  gales,  and  rough  sea. 

March  13.  No  observation.  Barometer,  29.40;  temperature  of  air,  44°;  of  water,  44°.  Winds: 
W.  N.  W.,  W.,  W.    Moderate ;  saw  land  about  Cape  Horn. 

March  14.  Ko  observation.  Barometer,  29.85;  temperature  of  air,  45°;  of  water,  42°.  Winds: 
W.,  S.  W.,  S.  W.  by  S.     Heavy  gales,  and  dirty  weather. 

March  15.  No  observation.  Barometer,  29.90;  temperature  of  air,  46°;  of  water,  44°.  Winds: 
S.,  S.,  S.  S.  W.     Strong  gales,  and  cloudy. 

March  16.  Lat.  56°  30'  S. ;  long.  66°  17'  W.  Barometer,  30.00 ;  temperature  of  air,  48°  ;  of  water, 
46°.     Winds :  S.,  S.  S.  W.,  S.  S.  W.     Begins  with  strong  gales ;  ends  more  moderate. 

March  17.  Lat.  56°  31'  S. ;  long.  67°  16'  W.  Barometer,  30.05.  Winds :  S.,  S.  S.  E.,  S.  S.  E.  Light 
breezes,  and  cloudy.    At  noon,  Cape  Horn  bore  N.  N.  W. 

March  18.  Lat.  57°  54'  S.;  long.  68°  37'  W.  Barometer,  29.80 ;  temperature  of  air,  45°;  of  water, 
44°.     Winds:  W.  S.  W.,  W.,  W.  S.  W.     Begins  faint;  ends  strong  gales,  and  bad  sea. 

March  19.  No  observation.  Barometer,  29.80;  temperature  of  air,  50°  ;  of  water,  56°.  Wind :  S.  W. 
Very  heavy  gales,  and  bad  sea. 

March  20.  Lat.  57°  51'  S. ;  long.  66°  26'  W.  Barometer,  29.95 ;  temperature  of  air,  55° ;  of  water, 
46°.     Winds :  W.  by  S.,  W.  S.  W.,  W.  S.  W.    Strong  decreasing  gales. 

March  21.  Lat.  57°  58'  S.;  long.  69°  31'  W.  Barometer,  29.75  ;  temperature  of  air,  46°;  of  water, 
42°.     Winds :  W.  S.  W.,  N.  W.,  W.  N.  W.    Light  breezes ;  foggy  during  the  night. 

March  22.  Lat.  58°  34'  S. ;  long.  69°  34'  W.  Barometer,  29.60 ;  temperature  of  air,  48°  ;  of  water, 
44°.     Wind :  W.  N.  W.     Begins  moderate ;  ends  with  strong  breezes  and  passing  clouds. 

March  23.  Lat.  59°  02'  S. ;  long.  71°  25'  W.  Barometer,  29.65 ;  temperature  of  air,  48°  ;  of  water, 
44°.     Wind :  W.  N.  W.     Strong  breezes,  and  cloudy. 

March  24.  Lat.  59°  32'  S. ;  long.  73°  28'  W.  Barometer,  29.50 ;  temperature  of  air,  48°  ;  of  water, 
44°.     Winds :  W.  N.  W.,  N.  W.  by  N.,  N.  W.    Barometer  falling,  and  other  indications  of  a  blow. 

March  25.     Lat. ;  long. .     Barometer,  28.75  ;  temperature  of  air,  44° ;  of  water,  42°.     Wind : 

W.  N.  W.,  and  variable.     Very  heavy  gale,  and  tremendous  sea. 

March  26.  Lat.  59°  47'  S. ;  long.  73°  36'  W.  Barometer,  29.30;  temperature  of  air,  45° ;  of  water, 
43°.     Wind:  W.  N.  W.,  and  variable.     Begins  heavy  gale;  ends  more  moderate. 


CAPE  HORN  TRACKS.  541 

March  27.  No  observation.  Barometer,  29.40 ;  temperature  of  air,  46° ;  of  water,  44°,  Winds :  W. 
by  S.,  S.  S.  W.,  S.  W.     Strong  breezes,  and  snow  squalls. 

Marcli  28.  Lat.  57°  30'  S. ;  long.  75°  30'  W.  Barometer,  29.60 ;  temperature  of  air,  50° ;  of  water, 
46°.     Winds :  W.  S.  W.,  W.  S.  W.,  S;  S.  W.    Strong  breezes  and  snow  squalls. 

March  29.  Lat.  56°  07'  S. ;  long.  76°  52'  W.  Barometer,  29.50;  temperature  of  air,  56° ;  of  water, 
54°.     Winds :  S.  S.  W.,  S.  W.,  S.  S.  E.    Begins  with  snow ;  ends  fine  rain. 

March  30.  Lat.  54°  24'  S.;  long.  79°  52'  W.  Barometer,  29.50;  temperature  of  air,  50°;  of  water, 
48°.     Winds :  S.  S.  W.,  S.  S.  W.,  S.     Moderate,  with  snow  squalls ;  ends  pleasant. 

March  31.  Lat.  52°  10'  S.;  long.  81°  52'  W.  Barometer,  29.40;  temperature  of  air,  50°;  of  water, 
46°.     Wind :  S.  S.  E.    Latter  part,  heavy  gale  of  wind;  lying  to. 

April  1.  Lat.  50°  28'  S. ;  long.  84°  40'  W.  Barometer,  29.90 ;  temperature  of  air,  54° ;  of  water, 
52°.     Wind:  S.  S.  E.    Begins  with  a  heavy  gale;  ends  with  fine  breezes. 

Sea  Serpent  (Howland),  New  York  to  San  Francisco,  forty-one  days  out. 

March  26, 1853.  Lat.  49°  2'  S.;  long.  64°  36'  W.  Barometer,  29.60;  temperature  of  air,  62°;  of  water, 
55° ;  water,  18  feet  below  the  surface,  56°.  Winds :  N.,  N.  W.,  S.  W.  First  and  middle  parts,  brisk  and 
pleasant ;  latter,  light  and  fine  weather  ;  forty-one  days  out. 

March  27.  Lat.  51°  32'  S. ;  long.  65°  20'  W.  Barometer,  29.60 ;  temperature  of  air,  52° ;  of  water,  54°; 
water,  depth  18  feet,  54°.  Winds :  N.  N.  W.,  N.  W.,  W.  S.  W.  Moderate  and  clear  first  part ;  middle, 
brisk,  unsteady  and  gusty ;  latter,  a  hard  gale  and  squally. 

March  28.  Lat.  52°  24'  S. ;  long.  66°  00'  W.  Barometer,  29.10 ;  temperature  of  air,  45°  ;  of  water,  49° ; 
water,  depth  18  feet,  48i°.  Winds :  W.  S.  W.,  W.,  S.  W.  Moderate  gale  and  unsettled,  first  part ;  middle, 
unsteady ;  latter,  strong  gale  and  passing  clouds. 

March  29.  Lat.  44°  06'  S. ;  long.  65°  26'  W.  Barometer,  29.10 ;  temperature  of  air,  43° ;  of  water, 
45°.  Winds :  W.  S.  W.  throughout.  First  part,  strong  gale  and  passing  clouds  ;  middle,  more  moderate 
and  squally.    Ends  light.    At  noon,  Cape  St.  Diego,  N.  N.  W.  32  miles.    The  whole  land  covered  with  snow. 

March  30.  Lat.  54°  46'  S. ;  long.  65°  12'  W.  Barometer,  29.10 ;  temperature  of  air,  45° ;  of  water, 
47°.  Winds :  W.  S.  W.,  S.  W.  to  S.  S.  E.,  S.  W.  to  S.  S.  E.  Moderate  breezes,  all  night;  light  baffling 
winds  and  snow  squalls.  Ends  same.  At  noon,  Diego  N.  N.  W.  6  miles  ;  S.  W.  point  Staten  Land,  S.  E. 
J  E.  true. 

March  81.  Lat.  55°  00'  S. ;  long.  65°  20'  W.  Barometer,  29.10  ;  temperature  of  air,  45° ;  of  water, 
46°.  Wind:  variable  from  S.  S.  E.  to  S.  W.  A^'ariable  squalls  of  snow;  the  tide  act  through  the  straits 
until  5  P.  M. ;  being  in  mid  passage  got  into  a  strong  rip,  and  although  we  had  a  five-knot  breeze,  our 
vessel  was  unmanageable  for  an  hour,  until  we  cleared  it.  The  current  then  set  us  back,  but  the  wind 
coming  off  the  land  light,  we  kept  our  ground  until  the  morning's  tide.  I  have  my  doubts  if  it  is  always 
advisable  to  attempt  this  strait;  it  has  detained  us  full  three  days;  we  could  have  reached  the  east  of  Staten 
Land  much  sooner  with  a  free  sail ;  at  any  rate,  our  detention  in  rounding  the  island  could  not  have  been 


542"  THK  WIND  AND  CUKBENT  CHABT3, 

more.  After  passing  the  strait,  tlie  wind  inclined  south,  so  that  we  could  not  make  a  W.  S.  W.  course  to 
have  cleared  the  land  on  the  starboard  tack.     At  noon.  Cape  Good  Success  bore  N.  W.  6  miles. 

Let  us  see  how  the  case  really  was,  and  if  the  Sea  Serpent  really  did  lose  "  full  three  days"  by  going 
through  the  Straits  of  Le  Maire. 

The  Golden  Eacer  (p.  544),  at  the  same  time,  was  on  the  same  voyage,  and  she  was  directly  east  of 
the  Sea  Serpent,  March  28.  March  29,  the  Sea  Serpent  was  68  miles  farther  to  the  south ;  on  the  30th, 
she  was  86 ;' 31st,  she  was  74  ;  and  April  1,  she  was  80  miles  farther  south,  and  6°  farther  west  than  her 
competitor. 

The  Sea  Serpent  got  clear  of  the  cape,  crossing  the  parallel  of  50°  in  the  Pacific  two  days  ahead  of  the 
Eacer.    This,  I  am  sure,  does  not  look  like  a  loss  of  three  days  irt  the  .straits,  but  more  like  a  gain  of  two. 

March  30,  the  Simoom  (Smith),  beat  through  Straits  of  Le  Maire.  On  the  81st,  she  was  just  34  miles 
south  of  the  Sea  Serpent.  She  hugged  the  land  close,  and,  on  April  13,  was  in  49°  32',  and  90°  10'  W., 
which  was  nearly  a  degree  ahead  in  latitude,  and  in  a  much  better  position  in  longitude. 

I  quote  the  abstract  log  of  the  Golden  Eacer,  that  those  who  choose  may  compare  the  two.  It  will  be 
perceived  that  she  passed  east  of  the  Falklands. 

The  Sword-Fish  (Collins),  was  also  along  there  at  the  same  time.  She  was  forced  east  of  the  Falklands 
March  29,  lat.  51°  53',  long.  57°.     April  2,  she  had  only  got  as  far  as  55°  S.,  and  63°  W. 

April  1.  -Lat.  55°  50'  S. ;  long.  66°  14'  W.  Barometer,  29.20 ;  temperature  of  air,  45° ;  of  water, 
43°.  "Winds:  N.  W.  to  W.K  W.;  variable,  E.  to  S.  S.  E.;  light  and  unsteady;  fine  weather;  variable 
and  squally ;  at  noon,  cape  in  sight  35  miles  distant;  48  days  out. 

April  2.  Lat.  56°  37'  S.;  long.  67°  16'  AV.  Barometer,  29  ;  temperature  of  air,  46°  ;  of  water,  44°. 
Winds:  all  around  the  compass,  calm,  N.  W.;  variable,  four  times  round  the  compass,  and  snow  squalls 
all  night ;  calm,  and  hail,  sleet,  and  snow ;  at  7  A.  M.,  a  breeze  from  N.  W. ;  at  noon,  W.  S.  W. ;  at  noon, 
cape  bore  N.  38  miles ;  saw  it  at  10  hours  30  min.  A.  M. ;  land  entirely  covered  with  snow. 

April  3.  Lat.  57°  08'  S.;  long.  67°  10'  W.  Barometer,  28.50;  temperature  of  air,  40°;  of  water, 
41°.  "Winds :  W.,  "W.  S.  "W.,  S.  "W. ;  strong  breezes,  hail,  snow,  and  rain  all  night ;  strong  gales,  and 
squally ;  latter,  more  pleasant,  with  an  occasional  snow  squall. 

April  4.    Lat.  56°  37' S. ;  long.  67°  40' W.     Barometer,  28.7.0;  temperature  of  air,  39°;  of  water, 

* 

40°.  Winds :  S.  W.  by  W.,  S.  S.  W.,  W.  S.  W.,  and  variable  ;  strong  and  squally ;  middle,  moderate ; 
latter,  variable,  all  round  the  compass. 

April  5.  Lat.  58°  17'  S. ;  long.  68°  08'  W.  Barometer,  28.60;  temperature  of  air,  40°-;  of  water,  40°. 
Winds :  W.  S.  W.,  W.,  N.  W.  to  N.  E. ;  strong  and  squally  ;  middle,  more  moderate ;  latter,  light  snow  and 
hail. 

April  6.  Lat.  58°  04'  S. ;  long.  69°  00'  W.  Barometer,  28.30 ;  temperature  of  air,  44° ;  of  water, 
42°.     Winds  :  S.  W.,  W.,  W.  N.  W.;  strong  squalls,  hail,  and  snow;  middle,  same;  latter,  more  pleasant. 


CAPE  HOEN  TRACKS,  643 

April  7.  Lat.  57°  48'  S. ;  long.  71°  02'  W.  Barometer,  29 ;  temperature  of  air,  39°  ;  of  water,  41°. 
Winds :  N.  W.,  W.  N.  W.,  W.  S.  W. ;  light  and  variable ;  middle,  rain,  strong  winds.     Ends  squally, 

April  8.  Lat.  57°  18'  S.;  long.  73°  11'  W.  Barometer,  29 ;  temperature  of  air,  40° ;  of  water,  41°, 
Winds :  W.,  W.  S.  W.,  N.  N.  W. ;  brisk  gale ;  middle,  moderate;  latter,  strong  gales,  heavy  head  sea, 

April  9.  Lat.  57°  28'  S. ;  long.  75°  00'  W.  Barometer,  29  ;  temperature  of  air,  42° ;  of  water,  42°. 
Winds:  N.N.  W.,  calm,  calm.  Commences  strong;  calm  from  9  P.M.  to  noon,  with  a  cross  swell  and 
light  rain. 

April  10.  Lat.  55°  13'  S. ;  long.  77°  10'  W.  Barometer,  29.30 ;  temperature  of  air,  42° ;  of  water 
42°.     Winds:  W.  N.  W.,  W.  S.  W.,  W.  S.  W. ;  light  and  steady;  middle  and  latter,  brisk,  and  fine  weather. 

April  11.  Lat.  53°  13'  S. ;  long.  79°  20'  W.  Barometer,  30 ;  temperature  of  air,  43° ;  of  water, 
43°.     Winds  :  S.  W.,  W.  S.  W.,  calm.    Moderate  breezes  and  fine  weather;  middle  part,  hazy. 

April  12.  Lat.  52°  35'  S. ;  long.  81°  W.  Barometer,  29.70 ;  temperature  of  air,  48° ;  of  water,  44°. 
Winds  :  N.  W.,  and  N,  N,  W.  Moderate  breezes  and  fine  weather;  middle  part,  strong  breezes  and  rainy 
hazy  weather. 

April  13.  Lat.  50°  34'  S.;  long.  81°  25'  W.  Barometer,  30 ;  temperature  of  air,  50°  ;  of  water,  47°. 
Winds :  W.,  S.  W.,  and  calm.    Weather  light  and  misty ;  latter  part,  calm ;  a  heavy  head  sea. 

May  7.  Lat.  5°  N.;  long.  106°  43'  W.  Barometer,  29.70.  Current,  50  miles,  N.W  Temperature 
of  air,  78° ;  of  water,  82°.  Winds :  S.  E.  by  S.,  S.  E.,  S.  by  E.  Moderate  breezes  and  unsteady  faint 
lightning  in  the  N.  E. ;  we  have  experienced  a  strong  current,  which  is  uncommon  in  these  parts,  and  only 
encountered  off  the  Cape  of  Good  Hope. 

May  8.  Lat.  7°  55'  N. ;  long.  108°  10'  W.  Current,  12  miles,  N.  E.  Barometer,  29.70;  temperature 
of  air,  80°;  of  water,  82°.  Winds:  S.  S.  E.,  S.  by  W.,  S.  W.  Moderate  breezes  and  pleasant;  middle 
part,  variable  breezes  and  squally  appearances,  with  rain. 

May  9.  Lat.  9°  52'  N.;  long.  109°  W.  Current,  20  miles,  W.N.  W.  Barometer,  29.70;  temperature 
of  air,  83°  ;  of  water,  85°.  Winds :  W.  S.  W.,  W.  S.  W.,  W.  Moderate  breezes  and  squally,  with  rain ; 
latter  part,  calm. 

May  10.  Lat.  11°  N.;  long.  109°  23'  W.  Barometer,  29.70  :  temperature  of  air,  83°  ;  of  water,  84°. 
Winds :  W.,  variable,  N.  W.  Moderate  breezes  and  squally ;  latter  part,  steady  and  pleasant.  At  5  P.  M. 
ClifFerton  Eock  bore  N.  N.  W.  I  W.,  just  visible  frpm  the  deck,  15  miles  distant.  This  island,  in  the  track 
of  outward-bound  vessels,  is  about  one  hundred  and  fifty  feet  high,  of  a  conical  shape.  Care  should  be 
taken  when  approaching  it  at  night.  We  passed  to  the  northward  of  it  in  moderate  clear  weather,  when 
the  roar  of  the  surf  warned  us  of  our  near  proximity.  We  could  not  see  the  island  distinctly,  but  what 
we  supposed  to  be  a  white  cloud,  proved  in  the  morning  to  be  the  island,  bearing  E.  N.  E.,  7  miles  distant. 

May  11.  Lat.  11°  53' N.;  long.  109°  20'  W.  Barometer^  29.75 ;  temperature  of  air,  78°;  of  water 
84°.  Winds :  N.  W.,  N.  E.  and  calm,  N.  E.  Light  baffling  winds  and  calm  ;  throughout  the  night  thun- 
der and  lightning ;  latter  part,  moderate  breeze  and  pleasant ;  appearance  of  a  trade-wind. 

May  12.    Lat.  14°  04'  N.;  long.  111°  21'  W.    Barometer,  29.75;  temperature  of  air,  83°  ;  of  water, 


544  THE  WIND  AND  CURRKNT  CHARTS. 

85°.     Winds :  N".  E.,  N.  E.  by  E.,  and  N.  E.     First  part,  light  breezes  and  squally ;  middle  part,  moderate 
and  iinsteady,  with  rain  ;  ends,  pleasant. 

Golden  Racer  (B.  M.  Melcher),  Boston  to  San  Francisco. 

March  26,  1853.  Lat.  48°  49'  S. ;  long.  54°  05'  "W.  Barometer,  29.80 ;  temperature  of  air,  55°  ;  of 
water,  47°.     Winds  :  E.  S.  Ey  E.,  N.  W.    First  and  middle,  moderate  breezes ;  latter  part,  fresh  breezes. 

March  27.  Lat.  51°  30'  S. ;  long.  55°  50'  W.  Barometer,  29.40  ;  temperature  of  air,  44°  ;  of  water, 
44°.  Winds :  N.  W.  to  S.  W.,  S.  W.,  N.  W.  Commences  with  strong  breezes ;  middle  part,  moderate. 
Ends  with  strong  breezes  and  heavy  squalls. 

March  28.  Lat.  52°  27'  S. ;  long.  56°  37'  W.  (D.  E.).  Barometer,  29.20 ;  temperature  of  air,  44°  ;  of 
water,  44°.  Winds  :  W.  by  S.,  W.  by  S.,  W.  by  N.  First  part,  strong  gales  with  hail  squalls,  lying  to ; 
middle  and  latter  parts,  more  moderate.     Barometer  fell  ^^  in  four  hours. 

March  29.  Lat.  52°  58'  S. ;  long.  56°  42'  W.  Barometer,  29.20 ;  temperature  of  air,  88°  ;  of  water, 
43°.  Winds :  W.  by  S.,  W.  by  S.,  W.  by  S.  Strong  gales  and  heavy  squalls  varying  from  W.  IST.  W.  to 
S.  W.,  accompanied  by  hail. 

March  30.  Lat.  53°  50'  S. ;  long.  57°  36'  W.  Barometer,  29.00;  temperature  of  air,  38° ;  of  water, 
42°.  Winds :  S.  W.,  N.  to  E.,  S.  W.  Commences  with  strong  breezes  and  hail  squalls ;  middle,  light  and 
variable,  and  thick  snowy  weather.     Ends  fresh  breezes  and  passing  clouds. 

March  31.  Lat.  53°  46'  S. ;  long.  58°  68'  W.  Barometer,  29.30  ;  temperature  of  air,  43°  ;  of  water, 
43°.     Winds :  S.  E.,  calm,  S.  W.     Light  baffling  airs. 

April  1.  Lat.  54°  30'  S. ;  long.  60°  30'  W.  Barometer,  29.45 ;  temperature  of  air,  40° ;  of  water, 
44°.  Winds :  S.  W.  by  S.,  calm,  S.  E.  to  N.  E.  First,  light ;  middle,  calm ;  latter,  moderate  breezes  with 
fine  weather ;  whales  in  sight  daily  during  the  last  three  days ;  water  colored. 

April  2.  Lat.  55°  19'  S. ;  long.  63°  00'  W.  Barometer,  29.40  ;  temperature  of  air,  40°  ;  of  water, 
42°.  Winds :  IST.  E.,  N.  W.  to.  S.  S.  E.,  S.  S.  E.  to  N.  W.  Commences  with  moderate  breezes ;  middle  part, 
hail  squalls.     Ends  light  and  variable.     Staten  Land  in  sight. 

April  3.  Lat.  56°  42'  S.;  long.  64°  37'  W.  Barometer,  28.80;  temperature  of  air,  39°;  of  water, 
39°.  Winds :  W.  by  N.,  S.  W.,  W.  S.  W.  Commences  with  fresh  breezes ;  middle  and  latter  parts,  heavy 
snow  and  hail  squalls  and  southwest  swell. 

April  4.  Lat.  56°  17'  S.;  long.  64°  35'  W.  Barometer,  29.00;  temperature  of  air,  41°;  of  water, 
41°.  Winds:  S.  W.,  S.,  W.  S.  W.  First  and  middle  parts,  heavy  snow  and  hail  squalls.  Ends  with 
light  airs. 

April  5.  Lat.  57°  30'  S.;  long.  65°  00'  W.  (D.E.).  Barometer,  28.80;  temperature  of  air,  40°;  of 
water,  40°.  Winds :  W.  N.  W.,  W.  S.  W.,  W.  by  N.  First  and  middle,  heavy  snow  and  hail  squalls.  Ends 
moderate. 

April  6.    Lat.  56°  49'  S. ;  long.  64°  20'  W.    Barometer,  29.55 ;  temperature  of  air,  40° ;  of  water,  41°. 


CAPE   HORN   TRACKS.  545 

Winds:  "W.N.W.,  S.W.,  "W.N.'W.  Commences  with  strong  breezes;  during  the  aflternooa  and  night, 
hard  gales.     Ends  light  airs, 

April  7.  Lat.  57°  29'  S. ;  long.  67°  85'  W.  Barometer,  29.00;  temperature  of  air,  40°;  of  water, 
41°.  Winds :  W.  K  W.,  N.  W.  by  W.,  W.  N.  W.  to  S.  W.  Commences  with  light  airs ;  middle  part,  fresh 
breezes.    Ends  moderate,  variable,  and  thick. 

April  8.  Lat.  57°  32'  S.;  long.  67°  40'  W.  Barometer,  29.40;  temperature  of  air,  47°;  of  water, 
42°.  Winds :  S.  W.  by  W.,  S.  W.  by  W.,  S.  W.  to  N.  W.  First  and  latter  parts,  variable  airs ;  middle  part, 
fresh  breeze.  For  ten  or  twelve  days  have  had  a  current  of  about  one  knot  to  N.  E.  or  E.  N.  E.  To-day 
have  found,  by  good  observations,  thirty-five  miles  current  E.  N.  E.  true. 

April  9.  Lat.  57°  30'  S. ;  long.  72°  40'  W.  Barometer,  29.10 ;  temperature  of  air,  44°  ;  of  water,  41°. 
Winds :  W.  N.  W.,  N.  W.,  N,  N.  W.  Commences  with  fresh  breezes ;  middle  and  latter  parts,  fresh  breezes 
and  squally  thick  misty  weather, 

April  10.  Lat.  56°  36'  S. ;  long.  74°  00'  W.  Barometer,  29.70 ;  temperature  of  air,  40°  ;  of  water, 
42°.  Winds:  S.  W.,  S.  W.,  S.  S.  W.  First  and  middle  parts,  light  breezes;  heavy  sea  from  westward. 
Ends  with  fresh  breezes  and  squally  weather. 

April  11.  Lat.  54°  17'  S.;  long.  76°  36'  W.  Barometer,  30.15;  temperature  of  air,  44°;  of  water, 
42°.     Winds:  S.  W.,  S.  W.,  W,     First  part,  strong  breezes ;  middle,  moderate;  latter,  light  and  variable. 

April  12.  Lat.  54°  58'  S. ;  long.  80°  36'  W.  (D.  K.).  Barometer,  29.70 ;  temperature  of  air,  40°  ;  of 
water,  41°.  Winds:  W.  by  K,  K  W.,  W. N.  W.  Begins  moderate;  middle  and  latter  parts,  thick  misty 
weather. 

April  13.  Lat.  53°  27'  S.;  long.  82°  20'  W.  Barometer,  30.00;  temperature  of  air,  42°;  of  water, 
43°.  Winds:  S. E.,  S.  E.  to  N. E.,  N.  First  part,  calm  and  light  breezes;  middle,  fresh  breezes.  Ends 
moderate,  variable  breezes,  and  cloudy. 

April  14.  Lat.  52°  16'  S.;  long.  85°  42'  W.  Barometer,  30.00;  temperature  of  air,  42°;  of  water, 
44°.  Winds :  N.  W.,  N.  W.  to  S.,  S.  W.  Begins  with  thick  rainy  weather;  middle,  strong  breezes.  Ends 
moderate ;  during  the  night  the  barometer  fell  to  29.50. 

April  15.  Lat.  49°  54'  S.;  long.  86°  15'  W.  Barometer,  30.10;  temperature  of  air,  44°;  of  water, 
47°.  Winds:  W.  S.  W.,  W.  S.  AY.,  S.  W.  Commences  with  fresh  breezes  and  thick  weather;  middle, 
moderate.     Ends  with  light  airs  and  passing  clouds. 

Oovemor  Morton  (John  A.  Bergin),  forty-nine  days  out. 

March  29, 1853.  No  observation.  Barometer,  29.14 ;  temperature  of  air,  52° ;  of  water,  51°,  Winds : 
N.  W.,  N.  W.,  S.  E.  Commences  with  a  fresh  breeze ;  from  7  to  8  P.  M.  much  chain  and  flash  lightning  at 
N.  W.,  and  some  thunder,  without  much  increase  of  wind;  middle  part,  quite  moderate;  ends  light  breezes 
and  drizzling  rain ;  passed  several  tide  rips. 

March  80.  Lat.  43°  31'  S. ;  long.  59°  33'  W.  Barometer,  28.94 ;  temperature  of  air,  54° ;  of  water, 
52°.  Winds :  S.  E.,  N".  E.,  N.  W.  Wind  unsteady,  with  thick  fog,  except  at  intervals ;  first  part,  light 
69 


546  THE  WIND  AND  CURRENT  CHARTS. 

winds  •  middle,  fresh ;  latter,  moderate,  with  one  hour  of  clear  sky ;  numerous  tide  rips  setting  apparently 
N.  B.  •  30  miles  current  in  the  last  two  days. 

March  31.  Lat.  43°  51'  S.;  long.  59°  36'  W.  Barometer,  29.10;  temperature  of  air,  50°  ;  of  water, 
51°.  Winds:  N.  W.,  calm,  N.  W.  First  part,  light  breezes  and  pleasant;  middle,  bafSing  and  calm,  with 
fog ;  latter,  baffling  and  light ;  much  lightning  and  thunder  to  the  south ;  8  A.  M.,  heavy  fall  of  hail,  with 
but  little  wind  from  the  south ;  soon  after  which,  it  cleared,  with  a  light  westerly  air.  Current  to  N.  E.,  30 
miles";  passed  several  tide  rips. 

April  1.  Lat.  45°  09'  S. ;  long.  60°  42'  W.  Barometer,  28.92  ;  temperature  of  air,  57° ;  of  water,  54°. 
Winds :  W.  to  W.  S.  W.,  K  W.,  W.  by  N.  First  part,  baffling,  with  squally  appearances  at  S.  S.  W. ; 
middle  part,  with  lightning;  latter,  a  strong  west  wind,  and  pleasant. 

April  2.  Lat.  46°  17'  S. ;  long.  61°  30'  W.  Barometer,  29.13 ;  temperature  of  air,  46° ;  of  water,  52°. 
AViuds :  W.  by  S.,  S.  S.  W.,  S.  S.  W.  First  part,  strong  and  squally;  middle,  more  moderate ;  latter,  fresh, 
with  rain. 

April  8.  Lat.  47°  18'  S. ;  long.  62°  11'  W.  Barometer,  29.02  ;  temperature  of  air,  53° ;  of  water,  53°. 
Winds:  S.  W.  by  S.,  W.  S.  W.,  W.  by  S.  First  and  middle  parts,  fresh  breezes  and  squally;  latter  part, 
fresh  breezes  and  pleasant. 

April  4.  Lat.  47°  52'  S. ;  long.  63°  08'  W.  Barometer,  29.00  ;  temperature  of  air,  51° ;  of  water,  52°. 
Winds :  W.,  S.  S.  W.,  W.  First  part,  strong  breezes  and  squally,  with  lightning  to  the  S.  S.  W. ;  baro- 
meter, fluctuating  1.6  inches;  middle  part,  with  rain;  at  10  P. M. barometer  28.80;  latter,  strong  moderating 
wind,  with  a  large  sea  from  S.  S.  W. 

April  5.  Lat.  49°  03'  S.;  long.  62°  33'  W.  Barometer,  29.54;  temperature  of  air,  51°;  of  water, 
30°.     Winds :  S.  W.,  S.  S.  W.,  W.     Strong  breezes  and  pleasant. 

April  6.  Lat.  50°  40'  S.;  long.  63°  31'  W.  Barometer,  29.50;  temperature  of  air,  51°;  of  water,  48°. 
Winds :  W.,  S.  W.  by  W.,  W.  S.  W.  Moderate  and  pleasant,  first  part ;  middle,  light  airs  and  dew ;  latter, 
light  airs  and  pleasant. 

April  7.  Lat.  53°  26'  S. ;  long.  63°  55'  W.  Barometer,  28.92  ;  temperature  of  air,  50°  ;  of  water,  46°. 
Winds:  N.,  N.,  N.  N.  W.  First,  light  airs  and  pleasant;  middle,  fresh  and  overcast;  latter,  light  winds, 
drizzling,  and  foggy  ;  no  observation. 

April  8.  Lat.  54°  25'  S.;  long.  63°  00'  W.  Barometer,  28.90 ;  temperature  of  air,  44° ;  of  water,  44°. 
Winds :  N.  N.  W.,  S.  W.  to  S.E.,  S.  E.  First  part,  light  airs  and  foggy;  middle,  fresh  breezes  and  overcast ; 
latter,  light  breeze  and  clear  weather ;  tide  rips ;  current  setting  N.  E. 

April  9.  Lat.  54°  41'  S. ;  long.  64°  35'  W.  Barometer,  29.04 ;  temperature  of  air,  46° ;  of  water,  48°. 
Winds:  S.E.,  calm,  W.N.  W.  First  part,  light  winds  and  pleasant;  many  tide  rips;  middle,  calm  and 
pleasant;  latter,  moderate  and  pleasant. 

April  10.  Lat.  56°  00'  S. ;  long.  66°  45'  W.  Barometer,  29.00  temperature  of  air,  48°;  of  water, 
49°.     Winds :  N.  N.  W.,  N.  W.  by  N.,  N.     Fresh,  moderate,  and  light  breezes,  and  pleasant  weather. 

April  11,     Lat,  56°  11'  S.;  long.  69°  53'  W.    Barometer,  29.53;  temperature  of  air,  44°;  of  water, 


CAPE   HOUN   T14ACKS.  547 

48°.  Winds:  S.  S.E.,  S.S. E.,  S.  Commences  with  fresh  breezes,  with  rain  and  thick  fog;  ends  moderate, 
with  snow  squalls. 

April  12.  Lat.  56°  48'  S. ;  long.  72°  56'  W.  Barometer,  29.30  ;  temperature  of  air,  45° ;  of  water, 
45°.  Winds :  S.  S.  W.,  W.  S.  W.,  N.  W.  by  W.  First  part,  moderate  breezes  and  pleasant ;  middle,  light 
airs  and  calm  ;  latter,  strong  and  rainy. 

April  13.  Lat.  55°  56'  S.;  long.  75°  48'  W.  Barometer,  29.50;  temperature  of  air,  42°  ;  of  water, 
45°.  Winds :  W.  S.  W.,  S.,  S.  E.  Light  and  moderate  unsteady  winds,  with,  during  the  first  and  middle 
parts,  rain  and  mist ;  ends  pleasant. 

April  14.  Lat.  55°  02'  S.;  long.  79°  00'  W.  Barometer,  29.20;  temperature  of  air,  44°;  of  water, 
45°.  Winds :  N.  W.,  N.  W.,  S.  S.  W.  Commences  and  ends  with  light  breezes;  during  middle  part,  fresh 
and  light  winds  and  rainy. 

April  15.  Lat.  53°  06'  S. ;  long.  81°  10'  W.  Barometer,  29.46 ;  temperature  of  air,  42°  ;  of  water, 
46°.  Winds :  S.  W.,  S.  W.  by  S.,  S.  W.  Fresh  and  moderate  breezes  and  cloudy,  with  squalls  and  some 
rain. 

April  16.  Lat.  51°  17'  S.;  long.  82°  54'  W.  Barometer,  29.66 ;  temperature  of  air,  43°;  of  water, 
48°.    Winds  :  S.  W.  throughout.    Fresh,  moderate,  and  light  breezes,  and  cloudy,  squally  weather. 

April  17.  Lat.  50°  10'  S.;  long.  84°  19'  W.  Barometer,  29.50;  temperature  of  air,  45°;  of  water, 
48°.    Wiuds :  S.  W.  throughout.     Moderate  and  light  baflSing  winds  and  cloudy  weather. 

Paragon  (Samuel  Duncan),  New  York  to  San  Francisco. 

April  17,  1853.  Lat.  50°  19'  S. ;  long.  62°  16'  W.  Temperature  of  air,  46° ;  of  water,  46°.  Winds : 
S.  W.,  S.  W.,  W.  S.  W.  Comes  in  strong,  with  passing  clouds ;  middle  part,  strong,  with  snow  squalls ; 
ends,  blowing  hard  ;  close-reefed  topsails ;  heavy  head  sea. 

April  18.  Lat.  51°  13'  S.;  long.  62°  34'  W.  Temperature  of  air,  48°;  of  water,  46°.  Winds  :  W. 
S.  W.,  W.  S.  W.,  W.    Strong  breezes  and  clear;  heavy  head  sea;  stood  four  hours  to  the  N.  W. 

April  19.  Lat.  52°  42'  S. ;  long.  62°  46'  W.  Temperature  of  air,  47°  ;  of  water,  46°.  Winds :  W. 
by  S.,  W.  by  S.,  W.  by  S.    Strong  breezes ;  ends,  hazy  and  overcast. 

April  20.  By  bearings,  lat.  54°  50'  S. ;  long.  65°  10'  W.  Temperature  of  air,  46° ;  of  water,  46°. 
Winds :  W.  by  S.,  W.  by  N.,  W.  Commences  brisk  and  clear  ;  middle,  do.  until  2  A.  M.,  when  it  became 
cloudy,  with  small  rain ;  4  A.  M.,  under  close  reefs ;  8  A.  M.,  saw  Cape  St.  Diego,  S.  S.  W.,  distant  4  leagues; 
at  10  A.  M.,  it  bore  west ;  at  noon,  Good  Success  Bay  bore  west ;  a  moderate  southerly  tide ;  mountains 
covered  with  snow.    Ends  moderate,  thick,  and  rainy.     Seventy  days  out. 

April  21.  Lat.  55°  59'  S.;  long.  63°  44'.  Temperature  of  air,  40°;  of  water,  38°.  Winds:  S.W., 
S.  W.,  W.  S.  W.  Commences  light ;  at  1  P.  M.,  calm,  and  the  tide  ahead ;  I  was  afraid  of  drifting  back 
through  the  straits.  At  3  P.  M.,  the  breeze  sprung  up,  and  enabled  us  to  clear  the  land  before  dark. 
Middle,  wind  increasing,  with  snow  squalls ;  ends  heavy  gales  with  snow.    Lying  to. 

April  23.     Lat.  25°  46'  S.;  long.  65°  08'  W.     Temperature  of  air,  38°;  of  water,  40°.     Winds: 


548  THK  WIND  AND  CURRENT  CHARTS, 

S.  S.  E.,  S.  E.,  calm.  Commences  fresli,  with  appearances  of  better  weather ;  middle,  moderate ;  ends  calm 
and  cloudy.    No  observation.     Land  in  sight,  bearing  north. 

April  24.  Lat.  56°  22'  S. ;  long.  67°  00'  W.  Current,  east,  IJ  miles  per  hour.  Temperature  of  air, 
44° ;  of  water,  46°.  Winds :  N.  E.,  N.  E.,  K  E.  Calm,  until  3  P.  M.,  then  a  light  breeze.  Middle  and 
latter  parts,  moderate  and  fine.     At  noon.  Cape  Horn  bore  N.  "W.  by  N.,  distant  10  leagues. 

April  25.  Lat.  57°  10'  S. ;  long.  73°  08'  W.  (D.  E.).  Current,  east,  1  mile  per  hour.  Temperature 
of  air,  45°  ;  of  water,  42°.  "Winds :  N.  E.,  N.  E.,  N.  E.  Commences  with  a  moderate  breeze,  and  cloudy. 
5  P.  M.,  thick  and  rainy.  Spoke  a  vessel  that  sailed  10  days  before  ns.  Squally  and  rainy  during  the 
night.    Ends  strong  breezes  and  cloudy. 

April  26.  Lat.  56°  47'  S.;  long.  76°  37'  W.  (D.  E.).  Current  same.  Temperature  of  air,  44°;  of 
water,  43°.  "Winds:  N.  E.,  N.  K  W.,  N.  N.  W.  Commences  brisk,  with  beautiful  weather;  during  the 
night,  strong  breeze,  and  thick,  rainy  weather ;  ends  strong  breezes,  with  a  black,  heavy  appearance. 

April  27.  Lat.  57°  17'  S. ;  long.  77°  39'  W.  Current,  E.,  f  mile  per  hour.  Temperature  of  air,  44°. 
of  water,  43°.  Winds :  N.  E.,  N.  W.,  N.  W.  Commences  with  strong  breezes ;  middle,  strong  and  squally ; 
ends  more  moderate. 

April  28.  Lat.  56°  22'  S.;  long.  80°  09'  W.  Temperature  of  air,  43°  ;  of  water,  44°.  Winds:  N. 
W.,  N.  N.  E.,  E.  Commences  moderate,  with  a  large  ground  swell  from  W.  S.  W. ;  middle,  fresh  and 
squally,  with  rain  ;  ends  very  light,  with  thick  fog. 

April  29.  Lat.  54°  35'  S.;  long.  81°  02'  W.  Temperature  of  air,  44°;  of  water,  44°.  Winds:  S., 
W.  S.  W.,  N.  W.     Commences  strong  and  foggy  ;  middle,  moderate;  ends  light. 

April  30.  Lat.  54°  40'  S. ;  long.  83°  27'  W.  (D.  E.).  Temperature  of  air,  47°;  of  water,  44°.  Winds : 
N.  W.,  N".  W.,  N.  W.  First  part,  moderate,  with  fog ;  middle,  same,  with  drizzling  rain ;  ends  fresh.  Noon, 
wind  veered  to  west,  and  the  weather  cleared. 

May  1.  Lat.  52°  13'  S.;  long.  81°  46'  W.  Temperature  of  air,  47°;  of  water  48°.  Winds:  W., 
W.  N.  W.,  N.  W.  Comes  in  moderate  and  fine ;  middle  and  latter  parts,  fresh,  with  good  weather.  At  8 
P.  M.  observed  a  comet,  bearing  W.  S.  W.,  about  15°  high. 

May.  2.  (D.  E.)  lat.  50°  41'  S. ;  long.  79°  48'  W.  Current,  N.,  J  mile  per  hour.  Winds :  N.  W.,  W. 
N.  W.,  W.  by  N.    First  part,  fresh  and  cloudy  ;  middle  and  latter,  strong,  with  thick  and  dirty  weather. 

May  3.  (D.  E.)  lat.  49°  13'  S.;.  long.  79°  00'  W.  Current,  |  mile  per  hour,  N.  Temperature  of  air, 
50°  ;  of  water,  51°.  Winds:  W.,  W.,  W.  S.  W.  Strong  breezes,  with  thick,  rainy  weather  during  the 
night. 

Herculean  (W.  M.  Cbamberlin). 

April  20.     Lat.  50°  18'  S.;  long.  65°  01.  W.     Barometer,  29.48  ;  temperature  of  air,  47°;  of  water, 

• 

46°.     Winds :  calm,  N.  N.  W.,  N.  W.    Middle  and  latter  parts,  fresh  breezes. 

April  21.  Lat.  52°  25'  S.;  long.  65°  W.  Barometer,  29.38;  temperature  of  air,  43° ;  of  water,  44°. 
Winds:  W.  N.  AV.,  S.  W.,  S.  W.  by  S.     First  part,  fresh  breezes  and  pleasant;  middle,  strong  winds  and 


CAPE  HORN  TRACKS.  549 

cloudy,  with  some  rain.  Barometer  fell  to  29.12,  and  when  it  commenced  rising,  the  wind  hauled  to  S.  W. 
Ends,  strong  winds,  with  heavy  squalls  of  hail,  snow,  and  rain. 

April  22.  Lat.  52°  38'  S. ;  long.  63°  55'  W.  Barometer,  29.50 ;  temperature  of  air,  36° ;  of  water, 
44°.  Winds :  S.  S.  W.,  S.  S.  E.,  S.  E.  First  part,  strong  winds  and  heavy  sea ;  middle,  more  moderate ; 
ends  cloudy,  with  light  winds. 

April  23.     Lat. ;  long. .    Barometer,  29.65;  temperature  of  air,  36°;  of  water,  42°.    "Winds  : 

S.  E.,  p.  S.  E.,  N.  E.  Commences  light  winds  and  cloudy ;  middle  part,  light  winds  and  calm ;  latter  part, 
light  airs  and  thiclc. 

April  24.  Lat.  55°  19'  S.;  long,  (bearings)  65°  15'  W.  Barometer,  29.66;  temperature  of  air,  40° ; 
of  water,  44°.  Winds :  N.,  N".  N.  W.,  N.  E.  Commences  thick  and  light  winds ;  middle,  fresh  winds,  thick 
and  rainy.  7  A.  M.  entered  the  Straits  of  Le  Maire ;  7  hours  30  min.  St.  Diego  bore  W.  N.  W.  When  the 
weather  cleared,  saw  Staten  Land  bearing  E.  N.  E.     Ends,  strong  winds  and  squally,  with  rain. 

April  25.     Lat. ;  long. .    Barometer,  29.40  ;  temperature  of  air,  40°  ;  of  water,  42°.    Winds : 

E.  N.  E.,  E.  N.  E.,  N.  E.     Strong  winds  and  thick  rainy  weather. 

April  26.    Lat.  56°  24'  S.;  long. .    Barometer,  29.40;  temperature  of  air,  40°;  of  water,  42°. 

Winds  :  N.  E.,  N.,  N.  W.  First  part,  strong  winds,  and  cloudy ;  middle  and  latter  parts,  strong  gales  and 
squalls  of  hail  and  rain. 

April  28.  Lat.  56°  18'  S.;  long.  78°  4'  W.  Barometer,  29.05 ;  temperature  of  air,  42° ;  of  water,  41°. 
Winds  :  K,  N.  E.,  calm  and  variable.  Commences  strong  winds  and  cloudy  ;  4  P.  M.  more  moderate ;  8 
P.  M.  strong  winds  and  squally;  barometer  fell  to  28.92  ;  ends,  light  airs  and  calm.  Dead  reckoning  puts 
the  ship  in  80°  15'  W.,  consequently,  we  have  had  an  easterly  current. 

April  29.  Lat.  55°  6'  S. ;  long.  79°  20'  W.  Barometer,  29.80 ;  temperature  of  air,  43°;  of  water,  42°. 
Winds:  S.,  S.  W.,  W.  N.  W.  Begins  with  light  winds  and  cloudy;  middle,  strong  breezes;  ends,  light 
winds  and  calm. 

April  30.     Lat. ;  long. .     Barometer,  29.75 ;  temperature  of  air,  44° ;  of  water,  42°.     Winds : 

N.  W.,  N.  W.,  K  K  W.    Fresh  breezes  and  foggy,  with  a  drizzling  rain. 

May  1.    Lat.- ;  long. .    Barometer,  29.90;  temperature  of  air,  43°  ;  of  water,  42°.     Winds: 

W.  S.  W.,  W.,  N.  W.     1  P.  M.  the  weather  cleared ;  middle  and  latter  parts,  fresh  breezes  and  thick. 

May  2.     Lat. ;  long. .     Barometer,  29.75;  temperature  of  air,  45°;  of  water,  43°.     Winds: 

N.  W.,  W.  N.  W.,  W.  N.  W.    Strong  winds,  and  thick,  rainy  weather.  •> 

May  3.  Lat.  52°  54'  S. ;  long.  81°  30'  W.  Barometer,  29.38 ;  temperature  of  air,  44° ;  of  water,  44°. 
Winds:  calm,  W.  S.  W.,  W.  S.  W.  Middle  part,  fresh  winds,  with  rain  squalls;  ends,  strong  gales  and 
clear ;  ship  leaking  badly. 

May  4.     Lat. ;  long. .     Barometer,  29.51 ;  temperature  of  air,  44° ;  of  water,  43°.     Winds : 

AV.  S.  W.,  S.  W.,  S.  W.  Begins  strong  winds  and  clear  weather;  middle,  heavy  gales  and  hard  squalls; 
ends  moderate  and  thick. 


550  THB  WIND  AND  CURRENT  CHARTS. 

May  5.    Lat. ;  long. .     Barometer,  29.49  ;  temperature  of  air,  48°;  of  water,  46°.     Winds: 

W.,  W.  N.  W.,  W.  N.  W.     Strong  winds  and  thick  weather ;  ends  strong  gales. 

May  6.    Lat. ;  long.  ■ .     Barometer,  29.44 ;  temperature  of  air,  50°  ;  of  water,  48°.     Winds : 

N.  W.  by  W.,  N.  W.  by  W.,  W.  N.  W.,  and  baffling.  First  and  middle  parts,  strong  gales  and  thick  rainy 
weather ;  ends  with  baffling  winds  and  rain. 

New  YorTc  (David  C.  Baxter). 

April  22, 1853.  Lat.  50°  55'  S.;  long.  57°  00'  W.  Barometer,  28.09;  temperature  of  air,  38°;  of 
water,  42°.  Winds:  S.  S.  W.,  S.  W.,  S.  S.  W.  First  part,  a  moderate  breeze  ;  at  8  P.  M.  wind  increasing ; 
midnight,  blowing  a  heavy  gale ;  at  8  A.  M.  moderating  ;  ends  with  a  moderate  breeze. 

April  23.  Lat.  50°  48'  S.;  long.  61°  86'  W.  Barometer,  29.01;  temperature  of  air  40°;  of  water, 
43°.  Winds:  S.  by  W.,  S.  by  E.,  S.  First  part,  strong  breezes  and  smooth  sea,  with  snow;  middle  part, 
brisk  breeze;  ends  pleasant;  made  the  Jason  Isle  (Falkland  Islands)  bearing  S.  S.  W.  12  miles. 

April  24.  Lat.  52°  14'  S.;  long.  63°  12'  W.  Barometer,  29.00;  temperature  of  air,  40°;  of  water, 
41°.  Winds:  W.,  N.N.W.,  N.  K  E.  From  1  to  6  P.M.,  calm;  then  a  breeze  from  west;  middle  part, 
brisk  breezes  ;  latter  part,  strong  breezes  and  thick  weather;  saw  fin-back  whales. 

April  25.  Lat.  56°  10'  S. ;  long.  63°  30'  W.  Barometer,  29.01 ;  temperature  of  air,  38°  ;  of  water, 
40°.     Winds  :  K  N.  E.,  N.  N.  E.,  K.  K  E.     Strong  breezes,  with  snow  squalls. 

April  26.  Lat.  57°  20'  S. ;  long.  69°  00'  W.  Barometer,  28.09  ;  temperature  of  air,  41°  ;  of  water, 
41°.  Winds:  IST.  N.  E.,  N.  E.,  N.  W.  Commences  a  moderate  gale;  middle,  heavy  squalls;  ends  brisk 
breezes. 

April  27.  Lat.  57°  31'  S. ;  long.  74°  20'  W.  Barometer,  28.05 ;  temperature  of  air,  40° ;  of  water, 
40°.  Winds  :  N.  W.,  N.  W.,  W.  N.  W.  First  part,  strong  increasing  breezes ;  middle  part,  heavy  squalls  ; 
ends  strong  winds,  with  a  heavy  S.  W.  swell. 

April  28.  Lat.  57°  17'  S. ;  long.  78°  02'  W.  Barometer,  28.06 ;  temperature  of  air,  40°  ;  of  water, 
40°.  Winds :  W.  N.  W.,  N.  W.,  N.  First  part,  strong  breezes,  with  a  heavy  S.  W.  swell ;  middle,  squally; 
ends  fine  weather,  light  airs. 

April  29.  Lat.  55°  45'  S. ;  long.  79°  08'  W.  Barometer,  29.01 ;  temperature  of  water,  42°.  Winds : 
S.,  W.,  N.  W.  Commences,  and  until  2  P.  M.  calm ;  then  a  good  breeze ;  middle  part,  occasionally  foggy  ; 
ends  fine ;  saw*  a  great  many  whales. 

April  30.  Lat.  55°  52'  S. ;  long.  82°  40'  W.  Barometer,  29.03  ;  temperature  of  water,  42°.  Winds : 
N.  W.,  N.  W.,  W.  N.  W.  Foggy ;  at  11  A.  M.  wind  hauled  W.  S.  W.,  tacked  to  N.  W. ;  saw  a  great  many 
whales ;  I  think,  sperm  and  right. 

May  1.  Lat.  53°  26'  S.;  long.  80°  10'  W.  Barometer,  29.04 ;  temperature  of  air,  42°  ;  of  water,  44°. 
Winds:  W.  N.  W.,  W.  N.  W.,  N.  W.  by  W.     Strong  head  winds. 

May  2.    Lat.  53°  00'  S. ;  long.  80°  00'  W.     Barometer,  29.00 ;  temperature  of  air,  42°  ;  of  water,  44°. 


CAPE   HORN  TRACKS.  651 

Winds :  "W.  N.  W.,  W.  N.  "W.,  W  by  N.  Commences  with  a  strong  breeze,  which  increased  to  a  gale ; 
wore  to  the  northward. 

May  3.  Lat.  62°  38'  S.;  long.  79°  40'  W.  Barometer,  29.01 ;  temperature  of  air,  42°;  of  water,  44°, 
Winds :  W.,  W.,  W.  S.  W.  Commences  blowing  a  gale ;  more  to  the  S.  W. ;  during  the  night  squally ;  A. 
M.  more  to  N".  W. ;  latter  part,  moderating. 

May  4.  Lat.  50°  40'  S. ;  long.  79°  50'  W.  Barometer,  29.01 ;  temperature  of  air,  44° ;  of  water,  44°. 
AVinds  :  W.  S.  W.,  W.  S.  W.,  W.  S.  W.  Commences  a  moderate  gale ;  middle  part,  squally ;  ends  strong 
winds. 

May  5.  Lat.  48°  50'  S. ;  long.  80°  30'  W.  Barometer,  29.00  ;  temperature  of  air,  48° ;  of  water,  44°, 
Winds  :  W.  N.  W.,  W.  N.  W.,  W.  N.  W.  Commences  strong  winds ;  midnight,  to  S.  W. ;  at  8,  tacked  to 
N. ;  ends  a  brisk  N.  W.  gale. 

Bosario  (Caleb  Sprague). 

May  4,  1858.  Lat.  50°  43'  S.;  long.  64°  45'  W.  Variation,  21°  E.  Barometer,  29.26;  temperature 
of  air,  51° ;  of  water,  56°.  Winds :  S.  W.,  W.,  W.  S.  W.  First  part,  gales,  and  heavy  hail  squall ;  latter 
part,  the  same,  with  a  heavy  head  sea. 

May  5.  Lat.  53°  07'  S.;  long.  64°  07'  W.  Current,  E.,  24  miles.  Barometer,  29.20 ;  temperature  of 
air,  56° ;  of  water,  44°.  Winds :  W.  S.  W.,  W.,  W. ;  heavy  gales  throughout ;  saw  several  large  patches 
of  kelp. 

May  6.  Lat.  54°  53'  S.;  long.  63°  37'  W.  Current,  E.,  14  miles.  Barometer,  28.95;  temperature  of 
air,  51° ;  of  water,  44°.  Winds :  W.  S.  W.,  N.  W.,  W.  N.  W.  First  part,  heavjr  gales ;  middle  part,  strong 
breezes,  with  rain  squalls ;  at  9  A.  M.  made  Cape  St.  John,  bearing  south,  distant  ten  miles ;  very  strong 
tide  rips  about  the  cape,  like  breakers. 

May  7.  Lat.  55°  43'  S.;  long.  63°  35'  W.  Current,  K  45°  E.,  18  miles.  Barometer,  29.25;  tem- 
perature of  air,  54°;  of  water,  39°.  Winds:  W.  S.  W.,  S.W.  by  W.,  W.  S.  W.  First  part,  moderate; 
middle  part,  light  air  and  baffling  wind,  with  a  heavy  sea  from  the  southwest. 

May  8.  Lat.  55°  59'  S. ;  long.  65°  06'  W.  Current,  N.  72°  E.,  23  miles.  Barometer,  29.63  ;  tem- 
perature of  air,  46° ;  of  water,  40°.  Winds  :  W.  S.  W.,  S.  W.,  N".  N.  W.  First  part,  strong  breeze ;  middle 
and  latter  parts,  heavy  gales,  with  rain. 

May  9.    Lat.  57°  03'  S. ;  long.  68°  12'  W.    Barometer,  29.30 ;  temperature  of  air,  55°  ;  of  water,  42°. 
^^    ,„    „  ' 

Winds :  N.  N.  W.,  W.,  W.  by  N.    First  part,  heavy  gales ;  latter  part,  strong  breeze,  a  heavy  sea. 

May  10.  Lat.  57°  46'  S. ;  long.  68°  22'  W.  Barometer,  29.40.  Current,  K  77°  E.,  26  miles ;  tem- 
perature of  air,  51°  ;  of  water,  40°.  Winds :  W.,  W.  by  N.,  W.  by  N.  First  part,  heavy  gales  and  squaUs, 
with  lightning ;  latter  part,  the  same. 

May  11.  Lat.  58°  36'  S.;  long.  70°  18'  W.  Barometer,  29.28 ;  temperature  of  air,  51° ;  of  water,  40°. 
Wind :  W.  N.  W. ;  strong  gales,  and  heavy  squalls  of  wind  and  rain. 


552  THE   WIND  AND   CUKRENT  CHARTS, 

May  12.  Lat.  58"  51'  S. ;  long.  72°  14'  W.  Barometer,  28.84 ;  temperature  of  air,  50° ;  of  water,  39°. 
Winds :  N.  W.,  N.  W.,  K  N.  W. ;  heavy  gales  and  squalls. 

May  13.  Lat.  58°  55'  S.;  long.  72°  40'  W.  Barometer,  28.75;  temperature  of  air,  49°;  of  water, 
49°.  "Winds:  "W. IST.  W.,  "W.  N.  W.,  W. S.  W. ;  strong  gales,  with  snow  squalls  and  hail;  latter  part, 
violent  gales. 

May  14.  Lat.  57°  51' S.;  long.  71°  33' W.  Temperature  of  air,  48°;  of  water,  40°.  Barometer, 
29.30.     Winds :  S.  W.,  W.  S.  W.,  W. ;  heavy  gale,  with  snow  and  hail. 

May  15.  Lat.  57°  12'  S.;  long.  72°  08'  W.  Barometer,  29.30 ;  temperature  of  air,  50°;  of  water,  40°. 
Winds :  W.,  W.,  W.  N.  W. ;  strong  gales,  with  heavy  squall  of  wind  and  rain. 

May  16.  Lat.  57°  34'  S.;  long.  73°  15'  W.  Barometer,  29.48 ;  temperature  of  air,  44° ;  of  water,  38°. 
Wind :  W.  K  W.  Fresh  breezes  and  passing  clouds ;  latter  part,  squally.  At  4  A.  M.  wind  suddenly 
shifted  to  the  S.  W.  in  a  heavy  squall ;  weather  extremely  cold. 

May  17.  Lat.  57°  17'  S.;  long.  74°  52'  W.  Barometer,  29.38  ;  temperature  of  air,  40°;  of  water,  38°. 
Fresh  breezes  and  passing  clouds ;  latter  part,  squally. 

May  18.  Lat.  55°  54'  S.;  long.  73°  53'  W.  Barometer,  29.78  ;  temperature  of  air,  48°;  of  water,  42°. 
Winds :  S.  W.,  W.  S.  W.,  and  W.  S.  W.  First  part,  strong  gale,  and  cloudy,  squally  weather ;  latter  part, 
light  squalls. 

May  19.  Lat.  55°  12'  S. ;  long.  77°  26'  W.  Barometer,  29.05 ;  temperature  of  air,  45°  ;  of  water,  42°. 
Winds :  W.,  E.  N.  E.,  E.  N.  E.  First  part,  light  airs  and  calms ;  middle  and  latter  parts,  fresh  breezes  and 
heavy  gales.  I  have  always  noticed  that  in  these  latitudes  the  barometer  stands  much  lower  than  with 
other  winds. 

May  20.  Lat.  55°  48'  S.;  long.  80°  57'  W.  Barometer,  28.30;  temperature  of  air,  51°  ;  of  water,  42°. 
Winds :  E.  N.  E.,  N.,  and  N.  W.  First  part,  heavy  gales  and  heavy  rain  following;  middle  part,  a  perfect 
hurricane ;  latter  part,  strong  gales. 

May  21.  Lat.  55°  17'  S. ;  long.  81°  18'  W.  Barometer,  28.50 ;  temperature  of  air,  48° ;  of  water, 
40°.  Winds:  N.  W.,  W.  N.  W.,  and  N.  W.  First  part,  light  airs,  with  fog  squalls.  Middle  part,  squally ; 
latter  part,  light  airs. 

May  22.  Lat.  53°  02'  S.;  long.  81°  01'  W.  Barometer,  29.02;  temperature  of  air,  40°;  of  water, 
42°.     Winds :  W.  N.  W.,  W.  S.  W.,  and  W.     Strong  gales  and  heavy  hail  squalls. 

May.  23.  Lat.  49°  58'  S.;  long.  80°  45'  W.  Barometer,  29.63;  temperature  of  air,  47°  ;  of  water, 
46°.     Winds :  W.,  W.  S.  W.,  W.     Fresh  breezes,  and  heavy  squalls  of  hail  and  snow. 

Empress  of  the  Seas  (M.  E.  Putnam). 

May  8,  1853.  Lat.  52°  11'  S. ;  long.  64°  51'  W.  Barometer,  29.72.  Winds :  S.  S;  W.,  W.  by  N., 
and  W.  N.  W.     Moderate  breezes  and  overcast. 

May  9.    Lat.  55°  15'  S. ;  long.  62°  20'  W.     Barometer,  29.27 ;  temperature  of  air,  45° ;  of  water,  41°. 


CAPE   HORN  TRACKS.  558 

Winds:  N.  by  W.,  N.  N.  "W.,  and  W.  bj  S. ;  strong  gales;  have  intended  all  along  to  go  through  the  straits, 
but  gales  and  thick  weather  will  prevent  me  from  doing  so.    Ends  calm ;  an  awful  sea  on. 

May  10.  Lat.  56°  12'  S.;  long.  65°  38'  "W.  Current,  E.,  37  miles.  Barometer,  29.50;  temperature 
of  air,  43°;  of  water,  42°.  Winds:  N.  W.,  K  W.,  and  N.  W.by  N.;  fine  weather,  and  moderate  breeze. 
At  4  P.  M.  Staten  Land  bore  N.,  35  miles  distant. 

May  11.  Lat.  56°  82'  S.;  long.  68°  29'  W.  Barometer,  29.46.  Current,  17  miles,  S.  E.  Variation, 
24° ;  temperature  of  air,  46° ;  of  water,  45°.  Winds :  W.  by  N.,  N.  N.  W.,  and  W.  S.  W.  Lovely  weather; 
ship  under  all  sail.  At  meridian.  Cape  Horn,  proper,  bore  W.  9  miles.  Diego  Kamirez  W.  by  S.  (true), 
9  miles. 

May  12.  Lat.  57°  29'  S.;  long.  72°  39'  W.  Barometer,  28.50;  temperature  of  air,  43°;  of  water, 
41°.  Winds:  N.  W.  throughout.  First  part,  very  pleasant ;  mercury  depressed ;  at  meridian,  enjoying 
the  delights  of  a  N.  W.  gale. 

May  13.  Lat.  56°  53'  S.;  long.  73°  55'  W.  Current,  east,  20  miles.  Barometer,  29.30;  temperature 
of  air,  36°  ;  of  water,  40°.  Winds:  N.  W.,  W.,  and  W.  S.  W.  Strong  gales  and  squally,  with  rain ;  under 
close  reefs. 

May  14.  Lat.  57°  23'  S.;  long.  75°  01'  W.  Barometer,  29.37;  temperature  of  air,  41°;  of  water, 
42°.  Winds:  W.,  W.  by  N.,  and  W.  Strong  gale  and  a  heavy  sea.  Barometer,  falling  and  rising  very 
fast. 

May  15.  Lat.  57°  30'  S.;  long.  78°  00'  W.  Barometer,  29.28 ;  temperature  of  air,  42°  ;  of  water, 
44°.  Winds:  W.,  N.  W.,  and  N.  W.  by  N.  Strong  gales;  two  reefs;  thick  misty  weather;  latter  part, 
more  moderate. 

May  16.  Lat.  57°  13'  S.;  long.  78°  00'  W.  Barometer,  29.50;  temperature  of  air,  41°  ;  of  water, 
42°.  Winds :  W.,  W.  S.  W.,  and  N.  W.  by  W.  Fresh  gales  and  open  weather ;  latter  part,  moderate 
gale  and  pleasant ;  all  sail  out. 

May  17.  Lat.  56°  00'  S.;  long.  80°  27'  W.  Current,  75  miles  east,  in  four  days.  Barometer,  from 
29.88  to  29.65.     Winds:  from  N.  and  W.    Fresh  gales  and  heavy  sea;  under  double  reefs. 

May  18.  Lat.  53°  21' S.;  long.  79°  45' W.  Current,  S.  E.,  25  miles.  Barometer,  29.17;  temperature 
of  air,  41°;  of  water,  43°.  Winds:  W.,  W.,  and  calm.  Strong  breezes  and  frequent  squalls;  middle 
part,  good  breezes  and  pleasant ;  latter  part,  calm ;  a  heavy  sea,  and  tide  rips. 

May  19.  Lat.  50°  25'  S.;  long.  83°  17'  W.  Barometer,  28.35;  temperature  of  air,  52°;  of  water, 
47°.  Winds :  N.  E.,  E.  N.  E.,  S.  E.  to  S.  S.  W.  First  part,  increasing  breezes  at  N.  E. ;  under  all  sail ;  mercury 
falling  fast;  middle  part,  a  gale  at  E.KE.,  and  rain;  latter  part,  wind  moderate,  rainy  weather;  mercury 
fell  this  day  1.42,  and  no  wind  to  speak  of. 

Ship  Roscoe  (Thomas  Smith). 

May  2,  1853.     Lat.  49°  12'  S. ;  long.  65°  20'  W.    Barometer,  30.00 ;  temperature  of  air,  45° ;  of  water, 
46°;  water,  8  feet  below  surface,  46°.     Winds:  S.S.E.,  S.  S.E.,  W.N.  W.    First  and  middle  parbs,  light 
70 


554  THE  WIND  AND  CURRENT  CHARTS. 

airs  and  squally;  at  6  A.  M.  calm,  on  soundings;  at  9  A.M.  a  breeze  sprung  up  from  W.N.W.     Ends  a 
fresh  breeze. 

May  3.  Lat.  52°  45'  S. ;  long.  65°  45'  W.  Barometer,  29.00 ;  temperature  of  air,  44°  ;  of  water,  44° ; 
water,  8  feet  below  surface,  46°.  Winds :  N.  W.,  N.  W.,  S.  W.  First  and  middle  parts,  fresh  breezes,  and 
during  middle  part,  cloudy ;  barometer,  falling.  In  the  morning,  the  wind  changed  to  west  and  increased. 
Ends  strong  gales.     My  barometer,  thus  far,  is  a  good  indicator. 

May  4.  Lat.  54°  06'  S. ;  long.  65°  25'  W.  Barometer,  29.00 ;  temperature  of  air,  42°  ;  of  water,  44°; 
water,  below  surface,  45°.  Winds:  S.  W.,  W.,  W. S.  W.  Heavy  gales.  Barometer  fell  to  28.80;  at  10 
A.  M.  made  Cape  St.  Diego,  bearing  S.  E.  by  compass,  distant  about  40  miles. 

May  5.  Lat.  54°  35'  S. ;  long.  65°  20'  W.  Barometer,  29.20  ;  temperature  of  air,  42° ;  of  water,  43°  ; 
water,  below  surface,  43°,  Winds :  W.  S.  W.,  S.  W.,  S.  W.  First  and  middle  parts,  heavy  gales  and  a 
heavy  sea ;  at  8  A.  M.  saw  Cape  St.  Diego  bearing  S.S.  E.  by  compass  ;  not  being  able  to  fetch  through  the 
Straits  of  Le  Maire,  I  shall  go  round  Staten  Land.  Barometer  ranging  at  about  29 ;  falling  on  the  approach 
of  a  squall,  and  rising  after.     Ends  quite  moderate. 

May  6.  Lat.  55°  42'  S.;  long.  65°  05'  W.  Barometer,  29.00 ;  temperature  of  air,  46° ;  of  water,  47° ; 
of  water,  below  surface,  47°.  Winds :  W.  S.  W.,  W.,  N.  W.  First  part,  strong  breezes ;  middle,  moderate ; 
and  latter,  fresh  breezes  and  squally.     A  very  heavy  swell  from  S.  S.  W. 

May  7.  Lat.  56°  00'  S.;  long.  65°  10'  W.  Current,  E.N.E.,  IJ  knots  per  hour.  Barometer,  29.00 ; 
temperature  of  air,  40°;  of  water,  47°;  of  water,  below  surface,  47°.  AVinds:  W.S.  W.,  S.W.,  N.  W. 
Commences  blowing  a  gale ;  wind  unsteady.  At  4  A.  M.  fell  calm ;  at  8  A.  M.  light  airs.  Ends  fresh  breeze. 
Barometer  on  the  rise  at  noon. 

May  8.  Lat.  56°  39'  S.;  long.  64°  45'  W.  Current,  E.by  N.,  3  knots  per  hour.  Barometer,  29.00; 
temperature  of  air,  44° ;  of  water,  43° ;  of  water,  below  surface,  43°.  Winds :  W.,  S.  W.,  N.  Commences 
with  a  fresh  breeze.  At  4  P.M.  wind  increased  to  a  gale,  and  changing;  bad  sea  running.  At  11  P.  M. 
moderating.    Ends  heavy  gales.    Barometer  indicates  the  changes  in  the  weather. 

May  9.  Lat.  57°  44'  S. ;  long.  68°  45'  W-  Current,  E.  by  K,  41  miles.  Barometer,  29.40 ;  tempera- 
ture of  air,  44°  ;  of  water,  42° ;  of  water,  below  surface,  42°.  Winds :  N.,  W.  to  S.  W.,  W.  Fresh  breezes 
and  sharp  squalls.     Crew  in  a  state  of  mutiny. 

May  10.  Lat.  58°  41'  S.  (D.  E.);  long.  69°  20'  W.  (D.  E.).  Barometer,  29.30 ;  temperature  of  air,  42°  ; 
of  water,  40°  ;  of  water,  below  surface,  40°.  Winds :  W.,  W.  N.  W.,  W.  N.  W.  Heavy  gales,  veering  a 
point  or  two  east  way.     Barometer  rose  and  fell  /g  during  the  day. 

May  11.  Lat.  59°  20'  S.  (D.  E.) ;  long.  71°  19'  W.  (D.  K.).  Barometer,  29.10 ;  temperature  of  air,  40°; 
of  water,  41°;  of  water,  below  surface,  41°.  Winds:  W.,  N.  W.  by  W.,  N.  W.  Heavy  gales,  varying 
from  W.  to  N.  N.  W.  At  noon,  wind  north  with  rain  ;  a  bad  sea  running ;  ship  leaking  badly.  Crew  still 
mutinous  ;  can't  get  sail  handled. 

May  12.  Lat.  59°  20'  S.  (D.E.);  long.  73°  10'  W.  Barometer,  28.80;  temperature  of  air,  39°;  of 
water,  38°  ;  of  water,  below  surface,  38°.     Winds  :  W.,  N.,  jST.  N.  W.     Commences  with  a  gale;  wearing 


CAPE  HORN  TRACKS.  555 

ship  according  to  the  changes  of  the  wind.  At  7  P.  M.,  calm ;  at  8,  light  northerly  airs ;  middle  part, 
blowing  hard.     From  8  to  meridian,  sharp  snow  squalls;  blowing  very  hard ;  ship  still  leaking  badly. 

May  13.  Lat.  60°  16'  S.  (D.  E.) ;  long.  74°  50'  W.  (D.  R.).  Barometer,  28.60 ;  temperature  of  air,  33°  ; 
of  water,  34° ;  of  water,  below  surface,  34°.  "Winds :  N.,  N.  "W".,  W.  by  S.  Heavy  gales,  with  sharp  snow 
squalls.    Ship  making  ten  inches  of  water  an  hour.     One  of  the  pumps  choked. 

May  14.  Lat.  58°  24'  S.  (D.  R.) ;  long.  74°  11'  W.  (D.  R.).  Barometer,  29.20 ;  temperature  of  air,  39° ; 
of  water,  38° ;  of  water,  below  surface,  38°.  "Winds :  S.  "W.,  "W.  by  N".,  W.  by  N.  Gale  still  continues, 
and  lasts  the  whole  day.     One  man  washed  overboard  and  drowned.    Barometer  rose  gradually. 

May  15.  Lat.  58°  25'  S.  (D.  R.) ;  long.  75°  09'  "W.  (D.  R.).  Barometer,  29.27 ;  temperature  of  air,  41°. 
of  water,  39°;  of  water,  below  surface,  39°.  "Winds:  "W.,  "W.  N.  W.,  N.  by  "W.  Gale  continues  throughout 
this  day  ;  during  the  middle  part,  squally  with  rain.  Foggy  during  the  middle  and  latter  parts.  At  noon, 
the  wind  veered  to  N.  "W.  by  "W. 

May  16.  Lat.  58°  45'  S.  (D.R.);  long.  75°  48'  "W.  Barometer,  29.47;  temperature  of  air,  39°;  of 
water,  39°;  of  water,  below  surface,  39°.  "Winds:  W.,  "W.  N.  "W.,  N.  "W.  by  "W.  Commences  gale  still 
blowing:  middle,  squally,  black  heavy  clouds.  At  10  A.  M.,  quite  moderate;  bad  sea  running.  The  ship's 
cutwater  started  by  plunging  into  a  head  sea.     Ends  cloudy.     No  observations  for  a  week. 

May  17.  Lat.  58°  12'  S.  (D.  R.) ;  long.  76°  27'  W.  Barometer,  29.50 ;  temperature  of  air,  38° ;  of 
water,  38°  ;  of  water,  below  surface,  38°.  Winds  :  "W.,  "W.  S.  "W.,  "W.  S.  "W.  Commences  blowing  a  gale. 
At  midnight,  heavy  squally  weather.  At  4  A.  'SI.,  a  very  heavy  squall  with  snow.  At  7  A.  M.,  five  feet 
of  water  in  the  hold.  Put  all  hands  at  the  pumps,  and  kept  the  ship  off  the  wind  until  she  was  freed.  She 
leaks  at  the  rate  of  ten  inches  per  hour. 

May  18.  Lat.  56°  36'  S.;  long.  75°  01'  "W.  Barometer,  29.80;  temperature  of  air,  41°;  of  water, 
40°;  water,  below  surface,  40°.  "Winds:  "W.  by  S.,  W.  S.  "W.,  "W.  S.  W.  First  part,  blowing  a  gale; 
middle,  more  moderate,  but  very  squally,  with  some  rain ;  latter  part,  quite  moderate.  By  observation, 
discovered  that  in  eight  days  had  made  150  miles  east  of  the  reckoning.  The  last  24  hours,  we  found  the 
current  setting  south,  at  the  rate  of  a  mile  an  hour. 

May  19.  Lat.  65°  20'  S. ;  long.  76°  21'  "W.  Current,  N.,  20  miles.  Barometer,  29.00 ;  temperature 
of  air,  42° ;  of  water,  .40° ;  water,  below  surface,  40°.  "Winds :  "W.  S.  "W.,  calm,  S.  by  E.  First  part,  strong 
breezes ;  middle,  calm ;  11  P.  M.  light  northerly  airs ;  at  8  A.  M.  fresh  gale  from  N. ;  at  noon,  blowing  hard 
from  N.  E.  by  E.    Barometer  fell  gradually. 

May  20.  Lat.  55°  45'  S.  (D.  R.);  long.  80°  83'  W.  (D.  R.).  Barometer,  28.50;  temperature  of  air, 
43°;  of  water,  41°;  water,  below  surface,  51°.  "Winds:  E.  K  E.,  N.  "W.,  K  W.  First  part,  a  gale;  very 
bad  sea ;  obliged  to  scud.  At  5  hours  30  min.  the  wind  suddenly  hauled  to  N.  N".  "W. ;  sea  breaking  over 
the  ship;  4|  feet  of  water  in  the  hold;  both  pumps  going,  and  all  hands  at  them.  Middle  part,  still 
blowing ;  latter  part,  more  moderate ;  ends  with  thick  foggy  weather,  and  fine  rain.  Barometer  did  not 
work  well. 

May  21.     Lat.  55°  23'  S.  (D.  R.);  long.  81°  02'  W.  (D.  R.).     Barometer,  28.68;  temperature  of  air  36° ; 


556  THE  WIND  AND  CURRENT  CHARTS. 

of  water,  41° ;  of  water,  below  surface,  41°.  "Winds :  N.  W.,  W.  N.  W.,  "W.  K  "W.  Cominences  with 
light  airs,  with  fog  and  rain;  at  10  P.  M.  calm;  11,  light  airs  from  west;  12,  sharp  snow  squalls  from 
S.  W.;  ends  calm,  with  snow. 

May  22.  Lat.  53°  56'  S:;  long.  81°  30'  W.  Barometer,  29.26;  temperature  of  air,  35°;  of  water, 
40° ;  water,  below  surface,  40°.  Winds:  W.,  W.  S,  W.,  W.  S.  W.  Fresh  gales  and  squally,  with  plenty 
of  snow. 

May  23.  Lat.  51°  32'  S.  (D.  R.) ;  long.  81°  33'  W.  (D.  E.).  Barometer,  29.70 ;  temperature  of  air,  45°  ; 
of  water,  45° ;  water,  below  surface,  45°.  Winds :  W.,  W.  to  W.  S.  W.,  W.  Fresh  increasing  gales,  with 
snow,  rain,  and  fog. 

May  24.  Lat.  49°  15'  S.;  long.  81°  50'  W.  Barometer,  29.90;  temperature  of  air,  48°;  of  water, 
48° ;  water,  below  surface,  48°.  Winds :  W.  by  S.,  W.  S.  W.,  S.  W.  First  part,  fresh  breeze  and  squally  ; 
middle,  do. ;  latter  part,  fine  breeze. 

Surprise  (Chas.  A.  Ranlett). 

April  27,  1853.  Lat.  47°  10'  S.;  long.  60°  22'  W.  (D.  R.).  Very  little  current.  Barometer,  29.75; 
temperature  of  air,  59° ;  of  water,  45°.  Winds :  E.  S.  E.,  E.,  E.  to  N.  E.;  cloudy,  almost  calm,  and  unpleasant 
weather,  first  part ;  at  6  P.  M.  a  breeze  sprung  up ;  a  heavy  sea  on ;  barometer  rising  slowly ;  many  birds 
about ;  saw  a  white  pigeon — he  flew  a  few  times  and  went  off;  a  long,  rolling  swell  from  N.  E. ;  great 
patches  of  kelp. 

April  28.  Lat.  50°  04'  S.;  long.  62°  59'  W.  Barometer,  29.50;  temperature  of  air,  54°;  of  water, 
46°.  Winds:  N.  W.,  N.  W.  Light  from  northward  first  part,  and  hauling  W.  N.  W.;  latter  part,  wind 
N.  W.,  and  a  fresh  breeze — weather  like  smoky  southwester  at  the  north ;  barometer  falling  from  29.75 
since  midnight ;  lots  of  birds,  yet  no  Carey  chickens ;  plenty  of  kelp. 

April  29.  Lat.  53°  36'  S.;  long.  64°  00'  W.  Barometer,  29.65;  temperature  of  air,  50°;  of  water, 
46°.  Winds :  N.,  N.  E.,  N.  E. ;  strong  breezes  from  the  northward,  and  smoky  or  hazy  weather — cannot 
see  far;  middle  part,  hauling  N.  E. ;  intended  to  have  gone  through  the  Straits  of  Le  Maire,  but  as  the 
wind  hauled  eastward,  must  go  outside ;  saw  penguins,  kelp,  &c.,  and  a  great  many  birds  and  porpoises. 

April  30.  Lat.  54°  19'  S. ;  long.  63°  09'  W.  (D.  R.) ;  much  current,  by  appearances.  Barometer, 
29.15;  temperature  of  air,  52°;  of  water,  45°.  Winds:  E.  K  E.,  N.  E.,  E.  by  S.  At  2  P.  M.  thick  wea- 
ther, and  very  bad  to  run  for  land;  fresh  breeze ;  at  6  P.  M.  made  a  high  bluff;  land  has  the  appearance  of 
an  island — took  it  to  be  one  of  the  new  islands.  Tacked  and  stood  off  N.  N.  W. ;  at  midnight,  tacked 
again,  E.  S.  E.,  and  stood  over  but  saw  nothing ;  hauled  up  south  at  noon ;  wind  growing  light,  sea  smooth, 
and  strong  tide  rips ;  must  set  strong  to  the  eastward,  as  I  cannot  see  Staten  Land. 

May  1.  Lat.  54°  46'  S. ;  long.  63°  06'  W.  (D.  R.).  A  strong  current,  easterly.  Barometer,  29.80  ; 
temperature  of  air,  52°;  of  water,  46°.  Winds:  N.  E.,  light,  calm,  calm;  light  N.  E.  winds  first  part,  and 
thick,  rainy  weather ;  fog  and  rain  all  night ;  smooth  sea,  and  a  very  strong  current  somewhere  by  the  many 


CAPE  HORN  TRACKS.  667 

tide  rips  ;  no  sun  to  be  seen  since  the  29th  ult.,  consequently,  cannot  find  out  how  much  current,  nor  it3 
course ;  see  penguins. 

May  2.  Lat.  56°  3'  S. ;  long.  66°  27'  W.  Barometer,  29.50 ;  temperature  of  air,  50° ;  of  water,  46°, 
"Winds :  calm,  S.  W.,  "W.,  W.  N.  W.,  calm,  and  thick  fog  until  4  P.  M. ;  a  light  breeze  sprung  up  from  S. 
W.  by  W. ;  at  8  fine,  clear  weather.  The  third  mate  called  me  to  see  a  comet — a  good-sized  comet,  about 
8°  S.  "W.  from  the  middle  star  of  the  belt  of  Orion ;  latter  part,  strong  W.  N.  W.  wind  to  sun  this  day. 

May  3.    Lat.  57°  3'  S. ;  long.  66°  1'  W.     Current,  for  four  days,  easterly,  only  1°  5'.    Barometer, 

28.75 ;  temperature  of  air,  46° ;  of  water,  42°.     Wind :  W.,  W.  by  S.,  W.  S.  W.     Commences  with  a  violent 

gale  for  a  few  hours ;  middle  part,  more  moderate ;  latter  part,  violent  snow  storm,  a  very  heavy  sea,  thick 

weather  ;  did  not  see  the  comet ;  good  observation ;  found  I  had  not  lost  so  much  as  I  anticipated — 40  miles 

-  in  three  days,  current. 

May  4.  Lat.  57°  41'  S. ;  long.  65°  52'  W.  Very  little  current.  Barometer,  28.40 ;  temperature  of 
air,  43° ;  of  water,  39°.  Winds  :  S.  W.,  W.  S.  W.,  W.  S.  W.  Squally  weather,  snow,  hail,  rain,  &c. ;  wore 
ship  to  southward ;  middle  part,  wind  very  strong  in  squalls ;  saw  two  barques ;  saw  th&  comet,  but  a  long 
way  N.  E.  of  where  we  first  saw  it,  in  about  12°  N.  E.  of  Orion  Belt,  going  very  fast  to  the  eastward ;  latter 
part,  very  heavy  squalls,  as  much  as  a  close  reef  can  stand. 

May  5.  Lat.  58°  13'  S.  (D.  E.);  long.  66°  34'  W.  (D.  E.).  Barometer,  28.40 ;  temperature  of  air,  41°  ; 
of  water,  38°.  Winds:  S.  W.  by  W.,  W.  by  S.,  W.  S.  W.  Strong  heavy  squalls,  with  rain,  hail,  and 
snow  all  day  and  night.  Barometer,  rose  to  28.70  ;  at  4  P.  M.  fell  to  28.30 ;  some  three  or  four  of  the  most 
terrific  squalls  I  ever  witnessed  in  the  night ;  mastheads,  yardarms,  every  one  of  them,  had  a  bright  light. 
After  7  A.  M.  barometer  commenced  rising;  at  noon,  barometer,  28.50;  heavy  head  sea;  no  observations; 
comet  not  in  sight. 

May  6.  Lat.  57°  47'  S.  (D.  E.) ;  long.  70°  19'  W.  (D.  E.)  Barometer,  28.50 ;  temperature  of  air,  41°  ; 
of  water,  38°.  Wind  all  around  the  compass.  Barometer  rose  to  28.95  and  then  fell  to  28.50.  A  squally 
day  with  a  rough  sea.    Not  able  to  make  much  headway. 

May  7.  Lat.  58°  03'  S.;  long.  68°  40'  W.  Strong  easterly  current  for  the  last  three  days.  Baro- 
meter, 28.88;  temperature  of  air,  47° ;  of  water,  42°.  Winds  all  around  the  compass.  Cloudy,  with  rain 
and  very  rough  head  sea.  Ship  shipping  a  great  deal  of  water ;  men  breaking  down ;  barometer  rising 
and  falling  as  the  day  before.  Cape  Horn  is  no  bugaboo.  It  is  much  worse  than  I  expected.  55 
days  out. 

May  8.  Lat.  67°  50'  S.  (D.  E.) ;  long.  69°  30'  W.  (D.  E.).  Appearances  of  a  strong  easterly  current. 
Barometer,  29.25 ;  temperature  of  air,  46°;  of  water,  45°.  Winds:  S.  W.,  W.  N.  W.,  K  W.  Commences 
squally.  At  1  P.  M.  wind  hauled  to  S.  W.;  blew  a  hard  gale,  and  then  hauled  back  to  N.  W.  Barometer 
from  29.10  to  29.37,  and  fell  to  29.25  as  the  wind  hauled  to  the  westward.    Wild  looking  weather. 

May  9.  Lat.  58°  25'  S. ;  long.  72°  52'  W.  Barometer,  29.85 ;  temperature  of  air,  45° ;  of  water,  40°. 
Winds:  N.  N.  W.,  W.  N.  W.,  W.  by  N.  Stormy,  and  such  a  head  sea  that  we  cannot  get  along;  several 
sharp  flashes  of  lightning  to  S.  S.  E.  of  us. 


558  THE  WIND  AND  CUKBKNT  CHARTS. 

May  10.  Lat.  58°  51'  S.  (D,  E.) ;  long.  73°  50'  W.  Barometer,  29 ;  temperature  of  air,  45° ;  of  water, 
41°.  "Winds:  W.,  W.,  N.  W.  Snow  squalls  and  lightning  in  the  south;  short  S.  W.  sea;  barometer 
unsteady. 

May  11.  Lat.  59°  32'  S.  (D.  E.);  long.  73°  46'  W.  (D.  E.).  Current,  E.  N.  E.,  30  miles.  Barometer, 
28.80;  temperature  of  air,  45° ;  of  water,  40°.  Winds :  W.  N.  W.,  "W.  N.  W.,  N.  W.  Heavy  gales,  with 
hail,  rain,  snow,  &c. 

May  12.  Lat.  59°  23'  S.;  long.  75°  40'  "W.  Barometer,  28.40;  temperature  of  air,  46°;  of  water, 
39°.  Winds :  W^  N.  N.  W.,  W.  N.  W.  Light  winds ;  nearly  calm.  Barometer  fell  from  28.90  to  28.40. 
Latter  part,  squally,  with  hail,  rain,  and  snow ;  wind  increasing. 

May  13.  Lat  58°  09'  S. ;  long.  76°  25'  W.  Barometer,  28.86 ;  Winds :  N.  and  N.  W.,  S.  W.,  S.  S. 
W.  to  W.  S.  W.  Commences  with  a  gale,  with  heavy  squalls  of  hail,  rain,  and  snow.  Barometer  unsteady  ; 
squalls  the  same,  without  any  apparent  effect  on  the  barometer ;  I  do  not  trust  to  it.  At  noon  a  gale  at 
W.  S.  W. 

May  14.  Lat.  56°  16'  S. ;  long.  75°  55'  W.  Barometer,  28.90 ;  temperature  of  air,  48° ;  of  water,  42° ; 
Winds :  S.  W.,  W.,  W.  Commences  with  a  strong  moderating  gale ;  sea  heavy,  and  breaking  over  the 
ship  everywhere;  trying  to  get  north;  it  is  of  no  use  to  try  to  get  to  the  westward  here;  barometer  acts 
curiously  here,  rising  and  falling  very  often  and  very  fast. 

May  15.  Lat.  56°  35'  S.;  long.  77°  59'  W.  Barometer,  29.20;  temperature  of  air,  44°;  of  water,  44°. 
Winds :  W.  J  N.,  N.  W.  by  W.,  N.  W.  by  W.  Commences  with  thick,  stormy  weather,  with  rain,  hail, 
and  snow;  flashes  of  lightning.  Latter  part,  more  moderate,  thick  mist,  heavy  head  sea.  Barometer 
falling. 

May  16.  Lat.  56°  38'  S.;  long.  78°  04'  W.  Current,  50  miles,  the  last  three  days.  Thick,  cloudy 
and  all  sorts  of  bad  weather.  Winds :  N.  W.  by  W.,  W.  S.  W.,  W.  by  N.  Barometer,  28.90 ;  tempera- 
ture of  air,  52°;  of  water,  42°. 

May  17.  Lat.  54°  41'  S.  (D.  E.);  long.  78°  35'  W.  (D.  E.).  Barometer,  29.60;  temperature  of  air, 
42° ;  of  water,  42°.  Winds :  W.  N.  W.,  S.  W.,  and  W.  S.  W.  Stormy-looking  weather ;  blowing  hard  in 
squalls;  short  head  sea. 

May  18.  Lat.  52°  39'  S.;  long.  78°  45'  W.  Barometer,  29.90;  temperature  of  air,  48°  ;  of  water,  42°. 
Winds :  W.,  W.,  variable.  Stormy  weather ;  moderated  during  the  night;  noon  almost  calm ;  at  11  A.  M. 
a  light  breeze  sprung  up  at  E.  N.  E.     Barometer  high. 

May  19.  Lat.  50°  15'  S. ;  long.  82°  22'  W.  Current,  S.  E.,  20  miles.  Barometer,  28.35;  temperature 
of  air,  54°;  of  water  48°.  Winds:  E.  K  E.,  E.  JST.  E.,  variable.  Commences  with  fine  weather;  wind 
soon  increased;  barometer  fell  very  fast,  ranging  between  29.80  and  28.35;  wind  increased  to  a  gale;  during 
the  forenoon  hauled  to  the  westward,  going  around  by  south. 

May  20.  Lat.  50°  06'  S.;  long.  84°  00'  W.  Barometer,  28.30  ;  temperature  of  air,  55°;  of  water,  48°. 
Current,  16  miles,  south.     Winds :  N.  W.,  N.  W.,  N.  N.  W.,  and  S.  W.,  1  hour.    Cloudy  and  squally ;  wind 


CAPE  HORN  TBACKS.  659 

hauling  to  the  northward.     Barometer  ranges  from  28.35  to  28.50,  too  low  to  venture  much  sail.    At  11 
A.  M.  wind  came  out  S.  W. 

May  21.  Lat.  48°  08'  S.;  long.  83°  15'  W.  Barometer,  28.70.  Winds:  S.  W.  and  W.,  W.  N.  W., 
W.  All  appearances  of  a  S.  W.  wind,  which  amounted  to  nothing;  during  the  evening  rainy;  weather 
generally  bad. 

Jlouqua  (Eichard  W.  Dixey). 

April  25.  Lat.  49°  1'  S. ;  long.  63°  43'  W.  Barometer,  29.20 ;  temperature  of  air,  45° ;  of  water,  49". 
Winds:  N.  W.,  N.  N.  E.,  E.  First  part,  fine  winds,  and  pleasant;  middle  and  latter,  strong  winds,  and 
cloudy. 

April  26.  Lat.  52°  14'  S. ;  long.  64°  06'  W.  Barometer,  29.70 ;  temperature  of  air,  45°  ;  of  water,  46°. 
Winds  :  E.,  E.,  E.  N.  E. ;  fine  winds,  and  cloudy.    Birds  and  kelp  in  abundance. 

April  27.  Lat.  54°  39'  S.;  long.  62°  45'  W.  Barometer,  29.60  ;  temperature  of  air,  44°;  of  water, 
46°.  Winds :  N.  E.,  N.  E.,  N. ;  strong  winds,  and  cloudy ;  middle,  strong  gales.  Lay  to  for  daylight  and 
the  land. 

April  28.  No  observation ;  64°  45'  W.  (D.  E.).  Barometer,  29.60 ;  temperature  of  air,  40° ;  of  water, 
39°.  Winds :  N.,  variable,  N.  E.;  strong  winds,  and  cloudy.  At  2  P.  M.  judged  the  ship  clear  of  Staten 
Land ;  hauled  up  S.  W.  by  S. 

April  29.  Lat.  57°  06'  S. ;  long.  68°  30'  W.  Barometer,  29.65 ;  temperature  of  air,  43° ;  of  water, 
43°.  Winds:  N.  N.  E.,  N.  N.  E.,  S.;  strong  winds,  and  thick  weather;  middle,  moderate  and  rainy;  latter, 
moderate  and  foggy. 

April  30.  Lat.  56°  52'  S.  (D.  E.) ;  long.  70°  12'  W.  Barometer,  30.00 ;  temperature  of  air,  41° ;  of 
water,  43°.  Winds :  S.  S.  E.,  variable,  calm,  light  breezes,  and  clear ;  middle,  do. ;  latter,  do.  and  foggy. 
At  7  P.  M.  a  bright  comet,  bearing  W.  S.  W.  per  comp.,  alt.  10°  20',  in  fine  view;  its  range  and  tail  about 
E.  and  W.  true. 

May  1.  Lat.  57°  22'  S.  (D.  E.);  loag.  72°  22'  W.  Barometer,  29.90 ;  temperature  of  air,  42° ;  of  water, 
43°.  Winds:  calm,  W.  N.  W.,  variable.  First,  calm,  and  thick  foggy  weather;  middle,  squally;  latter, 
strong  winds  and  thick. 

May  2.  Lat.  58°  10'  S.  (D.  E.) ;  long.  73°  48'  W.  Variation  observed,  28°  00'  E.  Barometer,  29.00 ; 
temperature  of  air,  41° ;  of  water,  43°.  Winds :  W.,  W.,  W.;  strong  gales,  and  thick  weather;  middle, 
strong  gales ;  latter,  strong  gales  and  snow  squalls. 

May  3.  Lat.  57°  15'  S.;  long.  72°  18'  W.  Current,  E.,  1  mile  per  hour.  Barometer,  28.84;  tem- 
perature of  air,  39° ;  of  water,  41°.  Winds :  W.  S.  W.,  W.  S.  W.,  W.  S.  W. ;  heavy  gales  first  part ;  middle, 
less  wind ;  latter,  squally. 

May  4.  Lat.  56°  57'  S. ;  long.  71°  00'  W.  Barometer,  28.62 ;  temperature  of  air,  37°  ;  of  water,  41°. 
Winds  :  W.  S.  W.,  W.  S.  W.,  W.  S.  W. ;  heavy  gales  and  heavy  sea :  snow  squalls ;  lying  to. 

May  5.     Lat.  57°  10'  S. ;  long.  70°  00'  W.    Barometer,  28.65  ;  temperature  of  air,  36° ;  of  water,  42°. 


5g0  THE  WIND  AND  CURRENT  CHARTS, 

Winds :  W.  S.  "W.,  W.  S.  W.,  W.  S.  W. ;  heavy  gales,  with  snow  squalls  at  times.  At  7  hours  30  min.  a 
violent  squall  passed  over  the  ship.  Apparently  at  the  time  of  its  striking  her,  a  meteor,  about  the  size  of 
a  man's  head,  burst  at  the  masthead,  and  resembled  a  large  rocket ;  came  down  the  mainmast  and  passed 
off  to  leeward  without  doing  any  damage  ;  thank  God  for  the  mercy ;  ship  hove  to. 

May  6.  Lat.  57°  19'  S. ;  long.  70°  10'  W.  Barometer,  28.62 ;  temperature  of  air,  41° ;  of  water,  42°. 
Winds :  W.  S.  W.,  variable,  W.  S.  W. ;  heavy  gales ;  high  sea  running;  part  of  the  time  hove  to. 

May  7.  Lat.  57°  32'  S. ;  long.  69°  45'  W.  Barometer,  28.95 ;  temperature  of  air,  37° ;  of  water,  43°. 
Winds :  W.  S.  W.,  N.,  W.,  W.  S.  W.    First  part,  heavy  gales  ;  middle,  calm ;  latter,  heavy  gales ;  lying  to. 

May  8.     Lat. ;  long.  71°  30'  W.     Current,  B.,  1  mile  per  hour.    Barometer,  29.60;  temperature 

of  air,  41°  ;  of  water,  42°.     Winds :  W.  S.  W.,  variable,  N.  W. ;  strong  gales,  and  cloudy;  high  sea. 

May  9.  Lat.  58°  20'  S. ;  long.  72°  59'  W.  Barometer,  28.80  ;  temperature  of  air,  40°;  of  water,  40°. 
Winds  :  N.  N.  E.,  W.N.  W.,  W.  N.  W.;  strong  gales,  and  very  heavy  squalls;  cloudy.  The  sea  runs  very 
high. 

May  10.    Lat. ;  long.  74°  30'  W.  (D.  E.).    Barometer,  29.10 ;  temperature  of  air,  39°;  of  water, 

41°.  Winds:  W. N.  W.,  W.  N.  W.,  W. N.  W. ;  heavy  gales  and  clear,  first  part;  snow  and  rain  squalls, 
latter ;  occasionally  a  chance  to  make  sail,  but  for  very  short  periods. 

May  11.    Lat. ;  long.  75°  50'  W.  (D.  E.).    Barometer,  29.10 ;  temperature  of  air,  39°  ;  of  water, 

41°.  Winds:  N.  W.,  N.  W.,  N.  W. ;  heavy  gales  and  rain;  7  P.  M.,  violent  squalls;  middle,  snow  and 
rain  ;  clear  at  intervals  ;  ends  strong  gales  and  clear. 

May  12.    Lat. ;  long.  77°  05'  W.  (D.  E.).    Barometer,  28.37 ;  temperature  of  air,  42° ;  of  water,  42°. 

Wind :  variable  throughout ;  moderate  and  cloudy ;  10  A.  M.,  barometer  very  low ;  made  ready  for  a  heavy 
gale ;  ends  strong  gale ;  hove  to  part  of  the  day. 

May  13.    Lat. ;  long.  76°  45'  W.  (D.  E.).     Barometer,  28.26 ;  temperature  of  air,  35° ;  of  water, 

39°.     Winds :  N.  W.,  N.  W. ;  very  heavy  gales  and  squally ;  high  sea. 

May  14.  Lat.  58°  22'  S. ;  long.  73°  00'  W.  Barometer,  29.20 ;  temperature  of  air,  41°  ;  of  water,  42°. 
Winds :  S.  W.,  W.,  W. ;  heavy  gales  and  squally  ;  rain  and  hail. 

May  15.     Lat.  ;  long.  73°  22'  W.     Barometer,  29.25;  temperature  of  air,  42°;   of  water,  42°. 

Winds :  W.,  W.  N.  W.,  W.  N.  W. ;  strong  gales  and  squally. 

May  16.  Lat.  57°  27'  S. ;  long.  73°  44'  W.  Barometer,  29.50 ;  temperature  of  air,  37°;  of  water,  42°. 
Winds:  N.  W.  by  W.,  W.  N.  W.,  W.  by  S.;  strong  gales,  rain  and  fog;  middle,  do.  and  rain;  latter, 
moderate. 

May  17.    Lat. ;  long.  75°  03' W.     Barometer,  29.40;  temperature  of  air,  38°;  of  water,  41°. 

Winds:  N.  W.,  W.  S.  W.,  S.  W. ;  strong  winds  and  clear ;  latter  part,  strong  gales  and  cloudy. 

May  18,  Lat.  56°  02'  S. ;  long.  74°  42'  W.  Barometer,  29.70 ;  temperature  of  air,  41° ;  of  water,  43°. 
Winds :  W.  S.  W.,  W.  S.  W.,  W.  S.  W. ;  strong  gales  and  heavy  squalls ;  middle,  squally,  hail  and  rain. 

May  19.    Lat. ;  long.  78°  08'  W.     Barometer,  28.90;  temperature  of  air,  42°;   of  water,  43°. 

Winds:  W.  S.  W.,  N.N.  E.,  N.E.;  first,  moderate  and  cloudy;  middle,  do.;  ends,  hard  storm. 


CAPE   HORN  TRACKS.  661 

May  20.  •  Lat.  ;  long.  80°  18'  W.    Barometer,  28.17 ;  temperature  of  air,  46° ;  of  water,  43°. 

Winds:  K  E.,  K  K  W.,  N. K  W. ;  heavy  gales  and  thick  weather;  lying  to;  shipped  a  sea,  doing  some 
slight  damage ;  ends  moderate  and  cloudy. 

May  21.    Lat.  ;  long.  81°  21'  W.     Barometer,  28.60 ;  temperature  of  air,  43° ;  of  water,  42°. 

Winds:  N.  W.  by  W.,  variable  throughout;  commences  moderate  and  cloudy;  barometer,  low;  often  the 
barometer  has  indicated  heavy  weather  when  it  was  not  experienced ;  generally  very  correct. 

May  22.  Lat.  53°  49'  S.;  long.  81°  05'  W.  Barometer,  29.50;  temperature  of  air,  33°;  of  water, 
41°.     Winds  :  variable  throughout ;  squally,  with  hail,  rain,  and  snow. 

May  23.    Lat. •;  long.  82°  40'  W.    Barometer,  29.60;  temperature  of  air,  43°;  of  water,  42°; 

Winds:  W.  S.  W.,  W.,  W. ;  first  and  middle  parts,  strong  winds  and  squally;  latter,  strong  gales  and 
rainy. 

May  24.  Lat.  40°  10'  S.;  long.  83°  00'  W.  Current,  N.E.,  about  J  knot.  Barometer,  29.90;  tem- 
perature of  air,  46°  ;  of  water,  48°.  Winds:  W.  S.  W.,  W.,  W.;  strong  gales,  and  thick  weather;  midnight, 
rainy ;  latter,  moderate. 

Barque  Parthian  (Smith). 

May  13,  1853.  Lat.  50°  55'  S.;  long.  63°  52'  W.  Barometer,  29.1;  temperature  of  air,  50° ;  of  water, 
48°.     Winds :  N.  N.  W.,  S.  S.  W.    Fine  Aveather ;  whole  sail  breeze. 

May  14.  Lat.  53°  17'  S. ;  long.  64°  38'  W.  Barometer,  29.3 ;  temperature  of  air,  47°  ;  of  water,  47°. 
Winds :  W.  S.  W.,  W.,  W.  S.  W.     Middle  and  latter  parts,  strong  breeze  and  clear.    Double  reefs. 

May  15.  Barometer,  29.3 ;  temperature  of  air,  46°.  Wind :  W.  At  10  P.  M.  hove  to  for  daylight, 
to  pass  through  the  Straits  of  Le  Maire ;  at  9  A.  M.  entered,  and  at  noon  cleared  the  straits.  Fine  weather; 
all  sail. 

May  16.  Lat.  56°  40'  S. ;  long.  67°  1'  W.  Barometer,  29.2  ;  temperature  of  air,  45° ;  of  water,  43°. 
Winds :  N.  W.,  W.,  S.  W.  Middle  part,  strong  breeze  and  rainy.  Ends  calm,  with  a  heavy  S.  W.  swell. 
At  meridian.  Cape  Horn  W.  by  N.  15  miles. 

May  17.  Lat.  57°  59'  S. ;  long.  68°  40'  W.  Barometer,  28.7 ;  temperature  of  air,  42° ;  of  water,  43°. 
Winds :  N.,  N.  W.,  S.  S.  W.  First  and  middle  parts,  moderate  and  rainy.  Ends  with  a  hard  gale,  with 
snow  squalls. 

May  18.    Lat.  58°  21'  S.;   long.  .    Barometer,  28.9;   temperature  of  air,  40°;   of  water  41°. 

Winds:  S.  S.  W.,  W.,  W.  S.  W.    Throughout,  a  hard  gale  and  squally. 

May  19.    Lat.  58°  51' S.;   long.  .    Barometer,  29.0;   temperature,  of  air,  39°;   of  water,  40°. 

Winds :  W.  S.  W.    Latter  part,  moderate,  inclining  to  calm. 

May  20.    Lat.  58°  32'  S.;  long. .     Barometer,  28.2;  temperature  of  air,  44° ;  of  water,  41°.    Winds: 

N.  E.,  N.,  N.  N.  W.     Latter  part,  strong  breeze  and  rainy.     Double  reefs. 

May  21.  Lat.  58°  45'  S. ;  long.  77°  10'  W.  Barometer,  28.1 ;  temperature  of  air,  44° ;  of  water,  41°. 
Winds :  N.  N.  W.,  N.  W.,  W.  N.  W.  Throughout  at  times  rainy.  Barometer,  28,  lower  than  I  have  ever 
71 


562  THE  WIND  AND  CURRENT  CHARTS.  . 

seen  it.  At  meridian,  rising  a  little;  since  my  last  clironometer  observations,  the  current,  if  any,  very 
trifling  to  the  N.  E. 

May  22.  Lat.  57°  47'  S.;  long.  78°  53'  W.  Barometer,  28.0  ;  temperature  of  air,  40°;  of  water  39°. 
Winds  :  N.,  variable,  W.  S.  "W.  Moderate  with  much  snow ;  middle  part,  wind  went  round  the  compass 
from  W.  to  K  and  E.,  and  W. 

May  23.     Lat.  55°  50'  S. ;  long.  .     Barometer,  28.7 ;    temperature  of  air,  40° ;   of  water,  40°. 

AVinds :  W.  S.  W.,  W.,  W.  by  N.    Latter  part  rainy  ;  double  reefs  in  the  topsails. 

May  24.     Lat.  53°  40'  S. ;   long. .     Barometer,  29.0 ;   temperature  of  air,  46° ;   of  water,  42°. 

Winds :  W.  S.  W.,  S.  W.,  W.  S.  W.    Third  and  last  parts,  moderate  and  fine  weather ;  all  sail. 

May  25.    Lat.  53°  2'  S.;   long.  .    Barometer,  28.5;   temperature  of  air,  46°;   of  water,  43°. 

Winds  :  W.  S.  W.,  K  W.,  W.  S.  W.  Third  and  last  parts,  blowing  hard,  with  much  rain,  and  heavy  head 
sea ;  double  reefs. 

May.  26.  Lat.  50°  40'  S. ;  long.  81°  25'  W.  Barometer,  28.7 ;  temperature  of  air,  47° ;  of  water,  44°. 
Winds :  S.  W.,  S.  W.,  W.  S.  W.     Middle  and  latter  parts,  moderate ;  all  sail. 

Lantao  (Geo.  H.  Bradbury.) 

May  15,  1853.  Lat.  51°  15'  S. ;  long.  68°  10'  W.  Winds:  N.  N.  V-  to  N.  throughout.  First  part, 
moderate ;  middle,  strong ;  and  latter,  fresh  breezes.  Bluff,  at  Santa  Cruz,  in  sight,  bearing  W.  N.  W. ;  sea 
very  smooth. 

May  16.  Lat.  53°  05'  S.;  long.  56°  30'  W.  Winds:  N.  to  W.  N.  W.  throughout.  Moderate  and 
cloudy ;  nasty  swell  from  N.  N.  E. 

May  17.  Straits  of  Le  Maire.  Current,  N.  E.,  strong.  Barometer,  29.37 ;  Winds :  W.  N.  W.  to  K 
N.  A¥.,  W.  K  W.,  K  N.  W.  to  S.  W.  First  part,  moderate  and  fine ;  middle,  moderate  and  overcast ; 
made  Bell  Mountain  at  2  A.  M.,  and  soon  after  passed  Cape  St.  Diego ;  was  struck  by  a  S.  W.  squall  (in 
the  middle  of  the  straits),  which  settled  into  a  heavy  gale  ;  ran  back,  and  lay  to  under  the  lee  of  St.  Diego. 

May  18.  Off  Cape  Good  Success.  Current,  N.  E.,  strong.  Barometer,  29.80;  temperature  of  air,  42°; 
of  water,  45°.  Winds:  S.  W.,  W.,  S.  W.  First  part,  strong  gales  and  heavy  squalls;  middle,  moderate; 
stood  for  the  straits,  and  passed  Cape  Good  Success  at  daylight;  at  noon  it  bore  N. by  W.,  distant  15  miles; 
the  mountains  covered  with  snow. 

May  19,  Lat.  56°  10'  S.;  long.  66°  30'  W.  Current,  easterly,  light.  Barometer,  29.65;  temperature 
of  air,  41°;  of  water,  44°.  Winds:  W.,  W.,  and  calm;  calm,  and  N.  E.  to  N.  Strong  gales  and  heavy 
squalls  until  midnight ;  then  light  to  4  A.  M. ;  calm  to  6  A.  M.;  breezed  up  from  east,  and  round  to  north ; 
at  noon,  fresh. 

May  20.  Lat.  56°  00' S.;  long.  71°  30' W.  Current,  easterly,  light.  Barometer,  28.70 ;  temperature 
of  air,  46°;  of  water,  46°.  Winds:  N.  N.  E.,  N.N.  E.,  N.  Strong  breezes  and  cloudy;  ends  rainy;  at  4 
P.  M.  Cape  Horn  N.  by  W.,  15  miles;  the  land  at  9  A.  M.,  N.  N.  E. 


CAPE  HORN  TRACKS.  5BS 

May  21.  '  Lat.  57°  00'  S.;  long.  75°  30'  W.  Barometer,  28.62  ;  temperature  of  air,  43°.  Winds :  N. 
W.  by  N".  throughout.     Strong  gales,  with  occasional  lulls;  little  rain ;  squalls,  not  heavy. 

May  22.  Lat.  57°  40'  S.;  long.  77°  00'  W.  Barometer,  28.52  ;  temperature  of  air,  35° ;  of  water,  42°. 
Winds :  N".  N.  W.,  N.  W.,  W.  Commences  fresh  and  rainy,  and  threatening.  At  3  P.  M.  a  heavy  squall, 
which  lasted  three  hours  and  settled  into  a  strong  west  gale ;  6  A.  M.  moderating.  Ends,  strong  breezes 
and  squally. 

May  23.    Lat.  55°  00'  S.;  long. .     Barometer,  29.10;  temperature  of  air,  42°;  of  water,  42°. 

Winds:  W.  S.  W.,  W.  by  S.,  W.    Strong  breezes  with  heavy  snow  squalls. 

May  24.  Lat.  53°  25'  S.;  long.  79°  00'  W.  Barometer,  29.75 ;  temperature  of  air,  41° ;  of  water,  44°. 
Winds:  W.  to  W.  S.  W.  throughout.  Fresh  gales  and  rainy  with  heavy  squalls.  Ends  fresh  but  mode- 
rating ;  snow  and  hail  in  the  squalls. 

May  25.  Lat.  52°  25'  S.;  long.  79°  45'  W.  Barometer,  29.05;  temperature  of  air,  45°.  Winds: 
W.  S.  W.,  calm,  W.  to  N.  N.  W.,  W.  Fresh  until  6  P.  M.,  then  calm;  middle,  strong  gales  and  squally. 
Ends,  do.,  with  sleet,  hail,  &c.;  heavy  sea  from  southwest. 

May  26.  Lat.  49°  45'  S. ;  long.  79°  25'  W.  Barometer,  29.25 ;  temperature  of  air,  45° ;  of  water,  48°. 
Wind :  W.  by  N.  to  W.  by  S.  throughout.  Commences  strong  gales  and  hard  squalls.  Ends  the  same, 
but  moderating;  hail,  snow,  and  rain  in  the  squalls. 

Competitor  (Moses  Hows). 

May  18,  1853.  Lat.  50°  5,8'  S. ;  long.  63'  52'  W.  Barometer,  29.90 ;  temperature  of  air,  47° ;  of  water, 
46°.    Winds :  S.  W.  by  S.,  S.  S.  W.,  and  S.  S.  W.     Strong  head  winds. 

May  19.  Lat.  54°  07' S. ;  long.  63°  45' W.  Barometer,  29.70.  (Broke  the  thermometer.)  Winds: 
S.  W.,  S.  W.,  and  K  W.  First  part,  strong  breezes ;  latter  part,  more  moderate.  At  4  A.  M.  wind  hauled 
to  the  northwest ;  weather  fine.    At  noon  made  Staten  Land,  S.  S.  E.,  86  miles  distant. 

May  20.  Lat.  56°  34'  S.;  long.  68°  34'  W.  Barometer,  29.50.  Winds :  K,  K,  and  N.  N.  W.  Begins 
fine  breezes  from  the  north.  At  4  P.  M.  passes  the  east  end  of  Staten  Land,  four  miles  distant.  At  4  A.  M. 
Cape  Horn,  north  ten  miles;  during  the  night,  squally  with  rain.  Latter  part,  moderate;  all  sail  set.  Noon, 
Isle  Diego  N.  W.  one  mile  distant. 

May  21.  Lat.  57°  40' S. ;  long.  72°  20' W.  Barometer,  29.10.  Winds:  K,  K,  and  W.  by  N.  Strong 
winds  and  squally,  with  rain. 

May  22.  Lat.  57°  36'  S. ;  long.  74°  20'  W.  Barometer,  28.50.  Winds :  W.  N.  W.,  N.,  and  W.  S.  W. 
A  heavy  sea  and  gale ;  shipping  much  water ;  washed  off  the  eagle  and  split  the  stem ;  three  feet  water  in 
the  hold ;  worked  the  pumps  till  midnight.     Ship  making  three  inches  water  per  hour. 

May  23.  Lat.  56°  08'  S. ;  long.  73°  50'  W.  Barometer,  28.70 ;  Winds :  W.,  W.  S.  W.,  and  W.  S.  W. 
Strong  gales,  heavy  sea,  and  thick  Aveather. 

May  24.  Lat.  56°  03'  S.;  long.  75°  10'  W.  Barometer,  29.30.  Winds:  W.  S.  W.,  S.  W.,  and  W. 
S.  W.     Strong  gales ;  ship  leaking  three  and  a  h.alf  inches  per  hour.     Ends  cloudy  and  heavy  sea. 


564  THE  WIKD  AND  CUEEENT  CHARTS. 

May  25.  Lat.  55°  50'  S. ;  long.  76°  50'  W.  Barometer,  28.50.  Winds:  S.  W.  by  W.,  W.  N.  W., 
W.  ^N".  W.    First  part,  strong  breezes ;  latter  part,  moderate  with  rain. 

May  26.  Lat.  55°  48'  S.;  long.  77°  50'  W.  Barometer,  28.40.  Winds:  W.,  W.  N.  W.,  calm.  A 
heavy  swell.  At  daylight,  put  the  ship  before  the  wind ;  all  hands  employed  strapping  the  bows  together ; 
put  four  parts  of  chain  around  through  the  hawse-pipes,  and  set  it  up  with  lashings  over  the  bowsprit  and 
across  the  stem.     Ends  with  dark  and  gloomy  weather. 

May  27.  Lat.  54°  58'  S.;  long.  79°  40'  W.  Barometer,  29.00.  Winds:  K,  W.  N.  W.,  and  K  E. 
Begins  with  light  breezes  from  the  northward ;  made  all  sail ;  fine  weather. 

May  28.  Lat.  53°  18'  S.;  long.  79°  30'  W.  Barometer,  28.80.  Winds:  E.,  S.  W.,  W.  S.  W.  First 
part,  light  breezes ;  latter  part,  a  gale. 

May  29.  Lat.  52°  12'  S.;  long.  79°  45'  W.  Barometer,  29.15.  Winds:  W.  S.  W.,  S.  W.,  and  S.  W. 
Heavy  gale  and  sea;  middle  part,  more  moderate;  latter  part,  heavy  squalls. 

May  30.  Lat.  51°  12'  S.;  long.  79°  5'  W.  Barometer,  27.02.  Winds:  S.  W.  by  W.,  S.  S.  W.,  W. 
S.  W.     Violent  gales. 

May  31.  Lat.  51°  14'  S. ;  long.  78°  30'  ^Y.  Barometer,  29.10.  Winds  :  W.  by  S.,  W.  S.  W.,  W. 
S.  W.     Violent  gales  and  a  heavy  sea. 

June  1.  Lat.  50°  42'  S.;  long.  78°  W.  Barometer,  29.10.  Winds:  W.  S.  W.,  W.  by  S.,  W.  S.  W. 
Violent  gales  and  heavy  sea. 

Golden  Era  (E.  P.  Sleeper). 

June  3,  1853.  Lat.  51°  48'  S.;  long.  65°  31'  W.  Barometer,  29.3 ;  temperature  of  water,  44°.  Winds: 
W.  N.  W.     Moderate  breezes.     At  8  A.M.  sounded;  had  75  fathoms  water. 

June  4.  Lat.  53°  05'  S.;  long.  64°  49'  W.  Barometer,  29.2;  temperature  of  air,  in  the  cabin,  51°; 
of  water,  44°.     Winds :  W.  S.  W.,  W.  S.  W.,  variable,  N.  W.,  variable.     Light  breezes,  and  pleasant. 

June  5.  Lat.  54°  11' S.;  long,  not  observed.  Cape  St.  John,  Staten  Land,  bearing  S.  E.  by  S.  Baro- 
meter, 29.00 ;  temperature  of  air  in  the  cabin,  48°  ;  of  water,  43°.  Winds :  W.N".  W.,  N.  W.,  N.  W.  to  S. 
E.  Light  breezes.  At  daylight,  Staten  Land  in  sight;  plenty  of  snow — very  good  place  to  slide  down 
hill. 

June  6.  Lat.  (D.  E.)  54°  25'  S. ;  long.  (D.  K.)  63°  25'  W.  Barometer,  29.00 ;  temperature  of  air,  46° ; 
of  water,  42°.  Winds:  E.,  S.  E.  by  S.,  S.  E.  by  S.  First  part,  light  breezes;  middle  and  latter,  fresh 
breezes,  and  thick,  with  snow  squalls. 

June  7.  Cape  St.  John  bearing  S.  W.  by  S.,  45  miles  distant.  Barometer,  29.30;  temperature  of  air 
in  the  cabin,  42° ;  of  water,  42°.     Wind :  S.    Fresh  gales  and  snow  squalls  all  this  day. 

June  8.  Lat.  (D.  E.)  55°  40'  S. ;  long.  (D.E.)  62°  00'  W.  Barometer,  28.9  ;  temperature  of  air,  42° ; 
of  water,  40°.     Winds :  S.,  W.,  S.  W.     Fresh  gales,  with  snow  squalls. 

June  9.  Lat.  (D.  E.)  56°  09'  S.;  long.  62°  07'  W.  Barometer,  28.9 ;  temperature  of  air  in  the  cabin, 
37°;  of  water,  39°.     Winds:  S.W.,  S.  W.,  toS.S.  W.,S.E.,  variable.     Fresh  gales  and  snow  squalls. 


CAPE  HaRIf  TBACKS.  565, 

June  10.  Lat.  56°  04'  S.;  long.  62°  25'  W.  Barometer,  29.3;  temperature  of  air  in  the  cabin,  34°; 
of  water,  38°.  Winds :  S.  E.,  S.  E.  to  S.  W.,  S.  W.  Fresh  gales,  with  heavy  squalls  of  snow  and  hail. 
Plenty  of  ice  about  deck. 

June  11.  Lat.  (D.  E.)  56°  51'  S.;  long.  (D.  E.)  62°  03'  W.  Barometer,  29.1 ;  temperature  of  air,  32° ; 
of  water,  36°.    Winds :  S.  W.,  S.  W.,  variable,  S.  S.  W.  to  S.    The  same  as  the  last  24  hours. 

June  12.  Lat.  (D.  E.)  56°  17'  S.;  long.  (D.  E.)  64°  12'  W.  Barometer,  29.8 ;  temperature  of  air,  31°  ; 
of  water,  36°.    Winds:  S.  S.  E.,  S.  E.,  S.  S.  E.  to  S.    The  same  as  the  last  24  hours— darn'd  unpleasant. 

June  13.  Lat.  55°  40'  S. ;  long.  64°  30'  W.  Barometer,  29.8  ;  temperature  of  air,  34° ;  of  water,  35°. 
Winds:  S.  S.  W.,  S.  W.  by  S.,  S.  W.  by  S.  Fresh  gales,  with  heavy  squalls  of  snow  and  hail ;  a  very  bad 
sea. 

June  14.  Lat.  56°  16'  S. ;  long.  63°  45'  W.  Barometer,  29.7 ;  temperature  of  air,  36°  ;  of  water,  35°. 
Winds :  S.  S.  W.  to  S.  W.,  S.  W.  by  S.,  S.  S.  W.     Weather  the  same  as  yesterday. 

June  15.  Lat.  (D.  E.)  56°  09'  S. ;  long.  (D.  E.)  64°  40'  W.  Barometer,  29.80 ;  temperature  of  air,  43° ; 
water,  37°.  Winds :  S.  S.  W.  to  S.,  S.  to  S.  S.  W.,  S.  W.  to  W.  Fresh  gales  and  cloudy,  with  a  very  bad 
sea. 

June  16.  Lat.  (D.  E.)  57°  00'  S. ;  long.  64°  17'  W.  Barometer,  29.5  ;  temperature  of  air,  44° ;  water, 
36°.     Winds:  W.,  W.  by  S.,  W.  S.  W.     Heavy  gale,  thick  and  rainy. 

June  17.  Lat.  (D.  E.)  57°  44'  S. ;  long.  (D.  E.)  63°  43'  W.  Barometer,  29.4 ;  temperature  of  air,  45° ; 
of  water,  36°.     Winds  :  W.  S.  W.,  W.  S.  W.     Weather  the  same  as  yesterday. 

June  18.  Lat.  (D.  E.)  58°  28'  S.;  long.  (D.  E.)  63°  16'  W.  Barometer,  29.4  ;  temperature  of  air,  45° ; 
of  water,  37°.     Winds :  S.  W.,  W.  S.  W.,  W.  by  S.     Heavy  gale,  thick  and  rainy  weather ;  very  bad  sea. 

June  19.  Lat.  57°  33'  (D.  E.)  S. ;  long.  (D.  E.)  63°  40'  W.  Barometer,  29.20;  temperature  of  air,  42° ; 
of  water,  40°.     Winds :  W.  by  S.,  W.  N.  W.,  W.  to  S.     Weather  the  same  as  yesterday. 

June  20.  Lat.  (D.  E.)  57°  48'  S. ;  long.  (D.  E.)  63°  48'  W.  Barometer,  29.1 ;  temperature  of  air,  43°; 
of  water,  36°.  Winds  :  S.  E.  to  K  E.,  N.  E.  to  N.  W.,  K  W.  by  N.  First  part,  very  light  breezes  ;  latter 
part,  fresh,  thick,  and  rainy ;  very  bad  sea. 

June  21.  Lat.  (D.  E.)  58°  39'  S.;  long.  (D.  E.)  64°  30'  W.  Barometer,  28.7  ;  temperature  of  air,  38°  : 
of  water,  32°.  Winds :  S.  W.  variable,  W.  N.  W.,  W.  by  N".  variable.  First  and  middle  parts,  fresh 
breezes ;  latter,  fresh  gale,  with  snow. 

Jnne  22.  Lat.  (D.  E.)  59°  27'  S.;  long.  (D.  E.)  64°  30'  W.  Barometer,  28.7;  temperature  of  air,  25° ; 
of  water,  29°.  Winds :  W.  S.  W.,  AY.,  variable,  W.  to  S.  W.  Fresh  gale,  and  light  breezes ;  very  heavy 
squalls  of  snow  and  hail  throughout. 

June  23.  Lat.  (D.  E.)  59°  47°  S.;  long.  (D.E.)  64°  30'  W.  Barometer,  29.00  ;  temperature  of  air, 
16°  ;  of  water,  28°.  W^inds :  W.  to  S.  W.,  W.  N.  W.,  calm.  First  part,  fresh  gale ;  at  2  A.  M.,  calm ;  at 
daylight  the  whole  ocean  was  one  sheet  of  ice,  or  slush,  from  about  six  to  ten  inches  in  thickness  ;  no  water 
to  be  seen ;  ends  with  fresh  breezes ;  snow  throughout. 

June  24.    Lat.  (D.  E.)  59°  00'  S.;  long.  (D.  E.)  69°  15'  W.    Barometer,  29.2  ;  temperature  of  air,  20' 


,o. 


5661  THE  WIND  AND  CURRENT  CHARTS. 

of  water  36°.  Winds:  E.,  E.  by  S.,  S.  E.,  variable.  Fresh  gales,  with  a  regular  "down  east"  snow  storm. 
At  3  P.  M.,  run  out  of  the  ice.  For  the  last  three  days  the  vessel  has  been  covered  in  ice,  being  from  one 
to  two  feet  thick  on  the  outside. 

June  25.  Lat.  (D.  E.)  58°  47'  S. ;  long.  (D.  E.)  71°  34'  W.  Barometer,  29.2 ;  temperature  of  air,  27°  ; 
of  water,  36°.     Winds :  S.  E.,  S.  E.  variable,  S.  E.     Light  breezes  and  calms ;  moderate  snow  squalls. 

June.  26.  Lat.  (D.  E.)  57°  30'  S. ;  long.  (D.  E.)  74°  21'  W.  Barometer,  29.6 ;  temperature  of  air,  37° ; 
of  water,  39°.  Winds :  S.,  S.  by  W.,  S.  to  W.  S.  W.  First  part,  light  breezes ;  middle  and  latter,  moderate 
breezes,  thick  and  rainy. 

June  27.  Lat.  56°  12'  S. ;  long.  76°  00'  W.  Barometer,  29.7 ;  temperature  of  air,  39° ;  of  water,  40°. 
Winds :  S.  S.  W.  to  S.  W.,  S.  S.  W.,  S.  W.  by  S.  First  part,  moderate  breezes,  with  light  snow  squalls ; 
latter  part,  quite  pleasant  for  Cape  Horn ;  but  if  I  was  in  any  other  part  of  the  world,  I  should  call  it 
unpleasant. 

June  28.  Lat.  55°  26'  S. ;  long.  78°  24'  W.  Barometer,  29.50 ;  temperature  of  air,  39° ;  of  water,  40°. 
Winds :  S.  S.  W.,  S.  S.  W.,  calm.     Moderate  breezes  and  quite  pleasant. 

June  29.  Lat.  53°  35'  S.;  long.  79°  18'  W.  Barometer,  29.50;  temperature  of  air,  38° ;  of  water,  41°. 
Winds :  S.  W.,  W.  S.  W.,  S.  W.  to  W.     Light  breezes  throughout. 

June  30.  Lat.  (D.  E.)  62°  45'  S.;  long.  (D.  E.)  79°  30'  W.  Barometer,  29.1;  temperature  of  air,  39° ; 
of  water,  41°.  Winds:  W.,  AV.  to  W.  N.  W.,  W.  by  N.  First  part,  fresh  breezes.  Ends  a  heavy  gale, 
with  squalls  ef  hail. 

July  1.  Lat.  50°  49'  S.;  long.  79°  55'  W.  Current,  E.,  40  miles  during  the  last  24  hours.  Baro- 
meter, 29.4;  temperature  of  air,  39°  ;  of  water,  42°.  Winds :  S.  W.  by  S.,  S.  W.,  S.  W.  by  W.  Fresh  gales 
with  very  heavy  sea.     Squalls  of  hail  and  snow. 

Ship  White  Sqtiall  (S.  Kennedy),  New  York  to  San  Francisco. 

May  28,  1853.  Lat.  50°  7'  S. ;  long.  63°_37'  W.  Barometer,  29.40 ;  temperature  of  air,  48° ;  of  water, 
48°.     Winds :  W.,  N.  W.,  N".     Moderate  all  day ;  cloudy  weather. 

May  29.  Lat.  52°  6'  N. ;  long,  63°  82'  W.  Barometer,  28.80 ;  temperature  of  air,  44°  ;  of  water,  44°. 
Winds :  N.,  N.  W.,  S.     Moderate ;  very  gloomy. 

May  30.  Lat.  52°  31'  S. ;  long.  63°  18'  W.  Barometer,  28.30  ;  temperature  of  air,  48° ;  of  water,  46°. 
Winds :  S.,  calm,  baffling.     Begins  calm ;  ends  N.  E.  gale. 

May  31.  Lat.  54°  30'  S. ;  long.  63°  31'  W.  Barometer,  28.90 ;  temperature  of  air,  40° ;  of  water,  38°. 
Winds :  calm,  E.,  N.  E.     Strong  gale  until  4  A.  M.,  when  it  hauled  to  the  S.  W.  and  cleared  up. 

June  1.  Lat.  56°  32'  S.;  long.  65°  2'  W.  Barometer,  29.80;  temperature  of  air,  38°  ;  of  water,  38°. 
Winds :  N.  E.,  N.  E.,  S.  W.  The  same  low  barometer  until  2  A.  M.,  then  rises,  and  the  wind  hauls  N.  E. ; 
moderate. 

June  2.     Lat.  56°  45'  S.;  long.  66°  28'  W.     Barometer,  29.30;  temperature  of  air,  34°  ;  of  water,  36°. 


CAPE   HORN  TRACKS.  567- 

Winds :  W.,  S.  AV.,  calm,  and  N.  E.  Begins  fresh  breezes  N.  E. ;  at  10  P.  M.,  N.  W.  Ends  a  gale  at 
west,  and  snow. 

June  8.  Lat.  57°  84'  S. ;  long.  68°  48'  W.  Barometer,  29.90 ;  temperature  of  air,  82° ;  of  water,  34°. 
Winds :  N.  E.,  N.  W.,  W.  S.  W.    Commences  a  gale  at  W.  S.  W.    Ends  more  moderate. 

June  4.  Lat.  57°  47'  S. ;  long.  68°  47'  W.  Current,  E.  K  E.,  27  knots  per  day.  Barometer,  29.95 ; 
temperature  of  air,  33°;  of  water,  37°.  Winds:  S.  W.,  W.,  W.  Commences  a  moderate  gale;  ends  a 
moderate  breeze.    Saw  Diego  Eamirez,  bearing  N.  W.  by  N. 

June  5.  Lat.  56°  46'  S. ;  long.  68°  54'  W.  Current,  E.,  85  knots  per  day.  Barometer,  29.70 ;  tem- 
perature of  air,  34° ;  of  water,  42°.  Winds :  W.,  N.  W.,  S.  E.  Strong  breezes  and  passing  snow  squalls 
all  day. 

June  6.  Lat.  55°  47'  S. ;  long.  75°  30'  W.  Current,  E.  S.  E.,  15  knots  per  day.  Barometer,  29.70 ; 
temperature  of  air,  28°;  of  water  41°.  Winds  :  S.  S.  E.  throughout.  Fine  breezes  all  day;  saw  Aurora 
Australis. 

June  7.  Lat.  52°  49'  S. ;  long.  78°  57'  W.  Current,  S.  E.,  25  knots  per  day.  Barometer,  30.10 ; 
temperature  of  air,  32°;  of  water,  43°.  Winds:  S.  S.  E.,  S.,  S.  W.  Cloudy  weather  all  day.  Moderate 
breeze. 

June  8.  Lat.  49°  12'  S. ;  long.  77°  46'  W.  Current,  E.,  10  knots  per  day.  Barometer,  30.15;  tem- 
perature of  air,  36° ;  of  water,  45°.     Winds  :  W.,  N.  W.,  N.  W.    Nearly  calm  all  day. 

Ship  Victory  (O.  G.  Lane),  New  York  to  San  Francisco,  55  days  out. 

June  15,  1853.  Lat.  51°  03'  S. ;  long.  56°  49'  W.  Barometer,  28.60 ;  temperature  of  air,  44° ;  of 
water,  42°.  Winds:  N.  N.  W.,  N.  W.,  W.  S.  W.  First  part,  heavy  gales  and  hazy;  second  part,  fresh 
breezes ;  third  part,  at  times  calm,  and  fine  breezes  with  mist  and  rain. 

June  16.  Lat.  52°  12'  S.;  long.  56°  20'  W.  Barometer,  28.90;  temperature  of  air,  31°;  of  water, 
42°.  Winds :  W.  S.  W.,  S.  W.  by  W.,  S.  W.  by  W.  First  part,  fresh  and  rainy ;  second  part,  hard  gales, 
and  heavy  snow  squalls ;  third  part,  heavy  gales  and  thick  snow  squalls. 

June  17.  Lat.  52°  13'  S. ;  long.  55°  50'  W.  Current,  E.  N.  E.,  1 J  knots  per  hour.  Barometer,  29.45 ; 
temperature  of  air,  32°  ;  of  water,  41°.    Winds :  S.  W.,  S.  W.,  S.  W.    Strong  breezes  with  snow  squalls. 

June  18.  Lat.  52°  54'  S.;  long.  54°  38'  W.  Current,  N.E.  by  E.,  1  mile  per  hour.  Barometer, 
29.62  ;  temperature  of  air,  37° ;  of  water,  40°.  Winds  :  S.  W.,  S.  S.  W.,  S.  S.  W.  Fresh  breezes  with 
snow  squalls. 

June  19.  Lat.  53°  40'  S. ;  long.  57°  00'  W.  Barometer,  29.40 ;  temperature  of  air,  40°;  of  water,  41°. 
Winds :  S.  S.  W.,  N.  W.,  N.  W.  by  W.    First  and  second  parts,  fresh  breezes ;  third  part,  gale. 

June  20.  Lat.  54°  30'  S. ;  long.  60°  46'  W.  Barometer,  28.85 ;  temperature  of  air,  42° ;  of  water, 
42°.  Winds :  N.  W.  by  W.,  W.  N.  W.,  N.  W.  First  part,  strong  gale  and  cloudy ;  second  and  third  parts, 
fresh  and  cloudy. 

June  21.    Lat.  55°  05'  S.;  long.  63°  43'  W.     Current.  E.  N.E.  4  knot.    Barometer,  28.60  ;  tempera- 


568  THE  WIND  AND  CURRENT  CHARTS. 

ture  of  air,  42°  ;  of  water,  41°.  Winds :  N.  "W".  by  W.,  W.  N.  W.,  N.K  W.  First  part,  moderate,  cloud j, 
and  misty ;  second  part,  moderate  and  foggy ;  third  part,  light  and  pleasant. 

June  22.  Lat.  56°  20' S. ;  long.  66°  30' W.  Current,  1 J  knot,  N.  N.E.  Barometer,  28.30 ;  tempera- 
ture of  air,  42° ;  of  water,  41°.  Winds  :  N.  N.  W.,  N.  N.  E.,  E.  First  and  second  parts,  moderate  and 
cloudy ;  third  part,  light  breezes  and  rain, 

June  23.  Lat.  56°  40'  S.;  long.  66°  50'  W.  Current,  1  knot,  N.E.  by  N.  Barometer,  28.40;  tem- 
perature of  air,  42°;  of  water,  42°.  Winds:  S.,  calm,  S.  W.  First  part,  light  airs;  second  part,  calm; 
third  part,  fresh  breezes  and  cloudy  misty  weather. 

June  24:.  Lat.  57°  33'  S. ;  long.  68°  20'  W.  Barometer,  28.70 ;  temperature  of  air,  40°  ;  of  water, 
40°.  Winds :  S.  W.,  calm,  N.  N.  W.  First  part,  fresh  ;  second  part,  calm ;  third  part,  light  airs  and  calm 
at  times. 

June  25.  Lat.  57°  35'  S. ;  long.  71°  20'  W.  Barometer,  28.07  ;  temperature  of  air,  37° ;  of  water, 
39°.  Winds :  N.  N.  W.,  IST.  W.,  N.  W.  First  part,  fresh;  second  and  third  parts,  strong  gales  and  stronger 
snow  squalls,  rain,  and  hail. 

June  26.  Lat.  57°  20'  S. ;  long.  71°  30'  W.  Barometer,  29.60 ;  temperature  of  air,  37° ;  of  water, 
39°.     Winds :  N.  W.,  W.,  W.  S.  W.     Heavy  gales  and  hard  snow  squalls. 

June  27.  Lat.  56°  39'  S.;  long.  71°  33'  W.  Barometer,  28.95;  temperature  of  air,  39°;  of  water, 
41°.  Winds:  W.  S.  W.,  W.  S.  W.,  W.  First  part,  strong  gales  and  squalls;  second  and  third  parts, 
moderate. 

June  28.  Lat.  56°  26'  S.;  long.  75°  29'  W.  Barometer,  28.80;  temperature  of  air,  40°;  of  water, 
41°.  Winds:  calm,  N.  W.,  N.  W.  First  part,  calm;  second  part,  light  breezes;  third  part,  moderate  and 
cloudy, 

June  29.  Lat.  55°  29'  S.;  long.  75°  23'  W.  Current,  E.,  1  knot.  Barometer,  28.80;  temperature  of 
air,  39°  ;  of  water,  41°.  Winds :  N.  W.,  W.  S.  W.,  S.  E.  First  and  second  parts,  moderate  and  cloudy  ; 
third  part,  light  airs  and  pleasant. 

June  30.  Lat.  53°  30'  S.;  long.  79°  03'  W.  Barometer,  29.05;  temperature  of  air,  39°;  of  water, 
42°.  Winds :  E.,  S.  E.,  S.  S.  E.  First  part,  moderate  ;  second  and  third  parts,  fresh  breezes  with  snow 
squalls. 

July  1.  Lat.  61°  04'  S. ;  long.  82°  16'  W.  Barometer,  29.50 ;  temperature  of  air,  39° ;  of  water,  43°. 
Winds :  S.  S.  E.,  S.  S.  W.,  S.  W.  First  part,  fresh  breezes  and  cloudy ;  second  part,  moderate  with  light 
snow  squalls ;  third  part,  moderate  with  light  snow  squalls. 

July  2.  Lat.  49°  14'  S.;  long.  84°  32'  W.  Barometer,  30.00;  temperature  of  air,  40°;  of  water,  44°. 
Winds :  S.  S.  W.,  S.  S.  E.,  calm.  First  part,  moderate,  snow  squalls ;  second  part,  light  breezes  and  cloudy; 
third  part,  baffling  airs  and  calms. 

Schooner  L.  P.  Foster  (J.  P.  Keller),  Boston  to  Puget  Sound,  70  days  out. 

June  8, 1853.     Lat.  49°  16'  S. ;  long.  66°  38'  W.     Barometer,  30.20 ;  temperature  of  air,  41° ;  of  water, 


CAPE   HORN   TRACKS.  569 

46°.  Winds:  W.,  calm,  N".  W.  Fine  fair  day;  noon,  50  fathoms  water.  First  and  latter  parts,  light 
breezes ;  middle,  calm.  At  4  P.  M.  land  about  Port  Julien  in  sight,  bearing  W.  N.  "W.,  true,  about  30 
miles. 

June  9.  Lat.  50°  42'  S. ;  long.  67°  15'  W.  Var.  obs.  18°  30'  E.  Barometer,  80 ;  temperature  of  air, 
42°;  of  water,  45°.  "Winds:  N. "W.,  variable,  S.  W.  by  S.  Commences  with  a  decreasing  breeze;  middle, 
light,  calm,  and  variable,  from  N.  W.  to  S.  S.  W. ;  day  only  8  hours  long ;  weather  fine ;  ends  with  a  fresh 
breeze,  dying  away. 

June  10.  Lat.  51°  34'  S. ;  long.  67°  20'  "W.  Barometer,  30.05  ;  temperature  of  air,  41° ;  of  water, 
44°.  Winds :  S.,  N.  W.,  K  W.  Fine  weather.  At  5  A.  M.,  sudden  fall  of  wind,  and  veering  westward ; 
9  A.  M.,  calm;  noon,  light  breeze;  dark  green  and  smooth  sea  ;  at  noon,  off  the  Straits  of  Magellan. 

June  11.  Lat.  53°  45'  S.  (D.  E.) ;  long.  66°  54'  W.  (D.  E.).  Barometer,  29.55.  Winds :  N.  W.,  N.  N. 
W.,  N.  W.  First  part,  gentle  breezes,  with  dark  flying  clouds,  probably  fog ;  as  daylight  came  on,  the 
sky  became  obscured  by  this  vapor.  At  9  A.  M.,  barometer  falling ;  land  in  sight  about  Cape  Pinas ;  noon, 
quite  thick  and  dark  ;  barometer,  29.35 ;  lower  than  I  have  noticed  it  before  ;  no  change  in  the  weather, 
except  the  fog.  Thus  far  I  have  made  no  remarks  upon  the  barometer.  If  I  should  dare  to  hazard  an 
opinion,  would  say  that,  with  the  wind  at  N.  E.  and  E.,  north  of  the  equator,  it  ranges  highest ;  and  with 
southerly  winds  south  of  it,  and  particularly  south  of  Capricorn,  lowest ;  or,  at  least,  that  southerly  winds 
may  be  expected  when  low,  and  westerly  and  northwesterly  when  quite  high  ;  though  we  have  had  our 
strongest  wind  (even  a  terrific  gale  for  a  few  hours)  after  the  barometer  had  fallen  to  29.40  some  two  hours 
and  stopped.  I  think  it  was  rising  at  the  time;  wind  from  about  west,  perhaps  a  little  northerly  and 
inclining  southward.  Eunning  along  the  land ;  -wind  veering  north  ;  saw  what  looked  like  snow  on  the 
mountain  tops;  at  10  P.M.,  up  with  Cape  Diego,  in  sight;  at  the  end  of  the  day  in  the  straits;  weather 
getting  fair ;  wind  strong  at  N.  W. 

June  12.  Straits  of  Le  Maire.  Barometer,  30.20;  temperature  of  air,  41°  ;  of  water,  46°.  Winds  : 
W.  N.  W.,  S.  S.  W.,  W.  K  W.  At  2  A.  M.,  well  through  the  straits ;  wind  now  strong,  having  just  had 
doldrums  and  an  agitated  sea  ;  sea  probably  effect  of  currents  ;  doldrums,  of  high  lands.  At  4  A.  M.,  wind 
increasing  ;  7  hours  30  min.  A.  M.,  wind  S.  S.  W.,  wore  to  the  westward  ;  hail  showers.  At  10  A.  M.,  bore 
up  for  straits ;  strong  gale  and  snow  squalls ;  rough  sea  ;  moderating  towards  the  latter  part ;  at  end 
standing  back;  strong  N.  E.  current. 

June  13.  Off  west  end  of  Staten  Land.  Current,  N.  N.  E.  Barometer,  30.05 ;  temperature  of  air,  39° ; 
of  water,  42°.  Winds :  W.,  W.  N.  W.,  N.  W.  Strong  breezes  and  fresh  gales.  At  noon,  standing  through 
the  straits  again ;  wind  veering  northward ;  barometer,  8  A.  M.,  29.50.  At  4  P.  M.,  Cape  Good  Success 
W.N.W.  6  miles;  wind  K  W.,  and  increasing;  10,  moderating;  barometer  falling.  At  midnight,  quite 
moderate  and  overcast. 

June  14.     Cape  Horn,  N.  W.,  20  miles.    Barometer,  29.20;  temperature  of  air,  38°;  of  water,  41°. 
Winds :  N.,  S.,  S.  S.  W.    At  4  A.  M.,  kept  up  for  the  cape ;  heavy  westerly  swell.    At  8  A.  M.,  cape,  snow 
72 


570  THE  WIND  AND  CURRENT  CHARTS. 

covered,  W.  N.  W.  20  miles;  wind  light.     At  noon,  calm,  dark,  and  cloudy.     At  1  P.  M.,  rainy;  wind 
south;  barometer,  28.90  ;  ends  with  an  unsteady  breeze  and  snow  squalls. 

June  15.  S.  "W.  part  Hermit  Island  N.  W.  8  miles.  Barometer,  29.20 ;  temperature  of  air,  32° ;  of 
water,  42°.  Winds :  S.  W.,  S.  S.  W.,  S.  First  and  middle  part,  strong  breezes  ;  snow  squalls  throughout. 
Barometer,  at  noon,  29.70, 

June  16.  Diego  Eamirez,  W.  10  miles.  Barometer,  29.70 ;  temperature  of  air,  32° ;  of  water,  42°. 
Winds :  S.  S.  E.,  S.  E.,  S.  At  8  A.  M.,  Cape  Horn  N.  W.  12  miles ;  ice  and  snow  on  deck,  cloudy  ;  6  P.  M,, 
nearly  calm;  at  9  P.M.,  wind  strong,  with  snow  squalls,  which  last  throughout. 

June  17.  Lat.  55°  45'  S.  (D.  E.) ;  long.  69°  35'  W.  (D.  E.).  Barometer,  30.30;  temperature  of  air,  38° ; 
of  water,  42°.  Winds :  S.,  S.  W.,  W.  S.  W. ;  fresh  breezes,  with  snow  and  rain.  At  8  A.  M.,  Isle  Ildefonso 
N.  E.  by  N.  10  miles;  at  4  P.  M.  near  the  west  end  of  Hoste  Island — rough,  rugged,  snow-covered,  fire-rent 
hills  and  mountains.     Barometer,  at  sunset,  30.70. 

June  18.  Lat.  56°  05'  S.  (D.  E.);  long.  69°  45' W.  (D.  E.).  Barometer,  30.40;  temperature  of  air, 
38°  ;  of  water,  42°.  Winds:  W.  N.  W.,  N.  W.  by  N.,  N.  N.  W. ;  strong  and  increasing  gales,  with  occa- 
sional rain. 

June  19.  Lat.  56°  19'  S.  (D.  E.);  long.  72°  52'  W.  (D.  E.).  Barometer,  29.70;  temperature  of  air, 
40°.  Winds  :  N.  W.,  N.  W.,  N.  W.  to  W. ;  fresh  gales,  with  rain  squalls.  Ends,  strong  gales.  No  cur- 
rent noticed  since  leaving  the  straits. 

June  20.  Lat.  56°  41'  S.  (D.  E.);  long.  73°  32'  W.  (D.  E.).  Barometer,  29.40 ;  temperature  of  air,  39°; 
of  water,  40°.  Winds  :  W.  N.  W.,  N.  W.  by  W.,  IST.  W.  Commences  fresh  breezes,  and  rainy;  middle, 
strong;  latter,  cloudy;  6  P.  M.  barometer  29.00;  moderating. 

June  21.  Lat.  58°  21'  S. ;  long.  74°  35'  W.  (D.  E.).  Barometer,  28.95  ;  temperature  of  air,  39°  ;  of 
water,  40°.  Showery  during  the  forenoon  ;  wind  rising.  Ends,  fresh  breezes  and  rainy ;  sea  rough :  there 
may  be  some  current  with  the  wind,  as  an  indifferent  observation  differs  one  degree  from  account. 

June  22.    Lat.  57°  50'  S.;  long.  79°  13'  W.     Barometer,  28.90;  temperature  of  air,  40°;  of  water, 
39°.     Winds :  N.  N.  W.,  N.  N.  W.,  N. ;  cloudy  and  rainy  at  intervals ;  latter  part,  wind  light.     Barometer,  , 
lower  than  it  has  been  at  any  time  before. 

June  23.  Lat.  57°  49  S.;  long.  81°  00'  W.  Barometer,  28.90;  temperature  of  air,  38°;  of  water, 
39°.  Winds :  W.  N.  W.,  K  W.,  N.  JST.  E. ;  cloudy  and  rainy  at  times.  First  and  middle  parts,  light  to 
moderate ;  latter,  fresh  and  squally,  with  snow.    Wind  veered  to  N.  W.  at  end  of  day. 

June  24.  Lat.  57°  09'  S. ;  (D.  E.) ;  long.  82°  30'  W.  (D.  E.).  Winds :  N.  W.  by  N.,  N.  N.  E.,  S.  First 
part,  moderate;  middle,  strong,  with  snow  squalls.  Weather,  broken;  from  2  to  8  P.M.  calm;  at  that  time 
a  strong  southerly  wind.     Barometer,  28.60,  and  commenced  rising.    Ends  with  snow  squalls. 

June  25.  Lat.  55°  00'  S. ;  long.  83°  28'  W.  Barometer,  29.00 ;  temperature  of  air,  36°  ;  of  water, 
40°.  Winds:  S.,  S.,  W.  N.  W.  First,  strong  gales  from  south;  middle,  decreasing;  latter,  varying 
between  S.  W.  by  W.,  and  W.  N.  W.,  with  occasional  snow  squalls. 

June  26.    Lat.  53°  15'  S.;  long.  82°  50'  W.    Barometer,  29.40;  temperature  of  air,  38°;  of  water  41°. 


CAPK  HOKN  TRACKS.  571 

Winds:  N.  W.,  W.  S.  W.,  N.  N.  W.;  wind  strong  at  times,  and  varying  from  "W.  S.  W.  to  N.  W.,  with 
some  rain  and  snow. 

June  27.  Lat.  52°  45'  S.  (D.  R.) ;  long.  83"  41'  W.  (D.  R.).  Barometer,  29.50 ;  temperature  of  air, 
37°;  of  water,  41°.  Winds:  N.,  K,  N.  N.  W. ;  unsteady  winds,  with  hail  and  snow;  now  a  storm,  and 
then  a  calm.    Ends  very  heavy  squalls,  but  altogether  moderating. 

June  28.  Lat.  52°  25'  S.;  long.  85°  21'  W.  Barometer,  29.30 ;  temperature  of  air,  40° ;  of  water,  41°. 
Winds :  N.,  calm,  S.  E. ;  at  4  A.  M.  calm ;  decks  coated  with  ice.  First  part,  light  winds ;  middle  and  latter, 
calm  and  increasing  S.  E.  breezes.     Barometer  up  and  down  j%.    Ends  rainy. 

June  29.  Lat.  50°  28'  S.;  long.  85°  11'  W.  Barometer,  29.50;  temperature  of  air,  38°;  of  water, 
42°.  Winds :  E.  S.  E.,  S.  E.,  S.  S.  E.  First  half,  increasing  breeze,  drizzly,  rain ;  latter  strong,  inclining 
southerly ;  occasional  hail  squalls. 

Ship  John  Land  (Peleg  Howes),  Boston  to  San  Francisco,  53  days  out. 

June  14.  Lat.  50°  39'  S.;  long.  64°  02'  W.  Barometer,  28.8  ;  temperature  of  air,  46° ;  of  water,  44° 
Winds :  N.  W.,  N.  W.,  N.  W.     Heavy  gales. 

June  15.  Lat.  53°  03'  S. ;  long.  62°  50'  W.  Barometer,  28.9 ;  temperature  of  air,  46° ;  of  water,  44= 
Winds :  W.  N.  W.,  S.  W.,  S.  W.     First,  heavy  gales ;  second,  hail  and  snow ;  third,  squally. 

June  16.  Lat.  53°  50'  S. ;  long.  61°  53'  W.  Current,  E.  N.  E.,  1  knot  per  hour.  Barometer,  29.2 
temperature  of  air,  39° ;  of  water,  40°.     Winds:  S.  W.,  S.  S.W.,  S.  S.  W.    Strong  gales. 

June  17.  Lat.  54°  20'  S.;  long.  63°  35'  W.  Current,  E.  by  K,  J  knot  per  hour.  Barometer,  28.8 
temperature  of  air,  39°;  of  water,  40°.    Winds :  S.  S.  W.,  S.,  S.  S.  W.    Heavy  squalls. 

June  18.  Lat.  54°  27'  S. ;  long.  62°  01'  W.  Current,  E.  by  K,  J  knot  per  hour.  Barometer,  29.2 
temperature  of  air,  30° ;  of  water,  42°.     Winds :  S.  S.  W.,  S.  S.  W.,  S.  W.  by  S.    Strong  winds. 

June  19.    Lat.  56°  24'  S.;  long.  65°  20'  W.     Current,  E.  by  N.,  I  knot  per  hour.    Barometer,  29.2 
temperature  of  air,  30°;  of  water,  42°.    Winds:  W.  S.  W.,  W.  S.  W.,  W.  by  S.    Heavy  snow  squalls  and 
sleet. 

June  20.  Lat.  57°  24'  S.;  long.  67°  17'  W.  Current,  E.  by  K,  J  knot  per  hour.  Barometer,  28.8 
temperature  of  air,  30°  of  water,  42°.    Winds:  W.  by  S.,  W.  by  S.,  W.N.  W.     Strong  gales. 

June  21.  Lat.  58°  12'  S. ;  long.  70°  27'  W.  Current,  E.  by  K,  20  miles.  Barometer,  28.6 ;  Winds 
N.  W.  by  N.,  N.  W.  by  N.,  N.  W.  by  N.    Heavy  gales. 

June  22.  Lat.  57°  26'  S. ;  long.  75°  10'  W.  Current,  E.  by  N.,  20  miles.  Barometer,  28.5 ;  tempera- 
ture of  air,  30°;  of  water,  42°.  Winds:  N.  W.,  N.  W.,  N".  W.  Strong  gales,  with  passing  squalls,  with 
snow. 

June  23.  Lat.  57°  24'  S. ;  long.  79°  04'  W.  Current,  E.  by  N.,  20  miles.  Barometer,  28.6 ;  tempera- 
ture of  air,  30°  ;  of  water,  42°.    Winds :  N.  W.  by  N.  throughout.     Heavy  weather. 

June  24.  Lat.  56°  27'  S. ;  long.  80°  33'  W.  Current,  E.  by  N.,  20  miles.  Barometer,  28.2 ;  tempera- 
ture of  air,  30°  ;  of  water,  42°.     Winds :  W.  S.  W.,  W.  S.  W.,  N.  W.  by  W.     Fresh  breezes. 


672  THE  WIND  AND  CUKRENT  OHABTS. 

June  25.  Lat.  55'^  17'  S. ;  long.  80°  33'  W.  Current,  east,  1  knot  per  hour.  Barometer,  28.2  ;  tem- 
perature of  air,  30° ;  of  water,  42°.     "Winds :  W.  S.  "W.  throughout.     Heavy  gales. 

June  26.  Lat.  53°  20'  S. ;  long.  80°  10'  W.  Current,  east,  1  knot  per  hour.  Barometer,  28.25 ;  tem- 
perature of  air,  30° ;  of  water,  42°.  "Winds :  "W.  by  N.,  W.  N.  W.,  N.  "W.  by  W.  Heavy  gales ;  snow  and 
hail. 

June  27.  Lat.  52°  36'  S. ;  long.  80°  35'  "W.  Current,  east,  14  miles.  Barometer,  28.9  ;  temperature 
of  air,  30°  ;  of  water,  42°.  "Winds :  N.  "W.,  N.  W.,  N.  W.  by  "W.  First  part,  fresh  winds ;  latter,  strong 
winds,  and  squally.  > 

June  28.  Lat.  52°  10'  S. ;  long.  83°  32'  "W.  Current,  E.  by  K,  14  miles.  Barometer,  28.8.  "Winds: 
N.  W.,  N.  "W.,  N.  "W.  by  "W.     Strong  breezes,  and  squally. 

June  29.  Lat.  50°  32'  S.;  long.  85°  13'  W.  Current,  E.  K  E.,  15  miles.  Barometer,  28.9.  Winds : 
N.,  N.  E.,  S.  E.  by  E.     Moderate  breezes,  and  cloudy. 

Barque  Ellen  Noyes  (F.  A.  Lewis),  Boston  to  San  Francisco,  75  days  out. 

July  1.  Lat.  50°  46'  S.;  long.  54°  20'  "W.  Barometer,  29.1;  temperature  of  air,  40°.  "Winds:  "W. 
S.  W.  throughout.     Strong  gales,  and  clear. 

July  2.  Lat.  52°  00'  S.;  long.  55°  01'  W.  Barometer,  29.0.  "Winds:  "W.  S.  "W.,  W.,  W.  N.  W. 
Fresh  gales,  and  cloudy. 

July  3.  Lat.  53°  26'  S.;  long.  56°  50'  W.  Barometer,  28.9.  Winds:  N.  W.,  N.  W.,  W.  S.  W. 
Gales,  and  cloudy. 

July  4.  Lat.  54°  40'  S.;  long.  57°  57'  W.  Barometer,  28.4.  Winds:  N.  W.,  variable,  variable. 
Gales  and  squally,  with  snow. 

July  5.  Lat.  54°  44'  S. ;  long.  58°  00'  W.  Barometer,  29.0 ;  temperature  of  air,  25° ;  of  water,  38°. 
Winds :  variable  throughout.     Heavy  snow  squalls. 

July  6.  Lat.  55°  20'  S. ;  long.  57°  00'  W.  Barometer,  29.0 ;  temperature  of  air,  25° ;  of  water,  38°. 
Winds :  variable  throughout.     Snow  squalls. 

July  7.  Lat.  55°  15'  S. ;  long.  59°  00'  W.  Barometer,  29.3 ;  temperature  of  air,  28° ;  of  water,  37°. 
Winds :  variable  throughout.     Snow  squalls. 

July  8.  Lat.  55°  20'  S.;  long.  61°  20'  W.  Barometer,  29.14;  temperature  of  air,  29°.  Winds: 
variable  from  E.  to  S.  S.  W.,  with  snow  squalls. 

July  9.  Lat.  54°  51'  S.;  long.  62°  15'  W.  Barometer,  29.6;  temperature  of  air,  29°.  Winds: 
varying  from  E.  to  S.  S.  W.,  with  snow  squalls. 

July  10.  Lat.  54°  48'  S. ;  long.  62°  40'  W.  Barometer,  29.6 ;  temperature  of  air,  30°.  Winds :  vari- 
able throughout.    Light  winds,  and  clear. 

July  11.  Lat.  56°  08' S. ;  long.  64°  20'  W.  Barometer,  29.4 ;  temperature  of  air,  30°.  Winds":  vari- 
able throughout.     Strong  N.  E.  gales,  and  cloudy. 


CAPE  HORN  TRACKS,  678' 

July  12.  Lat.  58°  01'  S. ;  long.  71°  51'  W.  Barometer,  29.6 ;  temperature  of  air,  82°.  Winds :  N.  E., 
N.  E.,  N.  W.    Strong  gales  and  squally. 

July  13.  Lat.  57°  48'  S. ;  long.  70°  40'  W.  Barometer,  29.6.  Winds :  W.  S.  W.,  W.  S.  W.,  S.  W.  by 
W.     Strong  gales  and  squally. 

July  14.  Lat.  58°  25' S.;  long,  72°  06' W.  Barometer,  29.6.  Winds :  variable  throughout.  Light 
winds  and  pleasant. 

July  15.  Lat.  58°  17'  S. ;  long,  72°  46'  W.  Barometer,  29,6;  temperature  of  air,  33°.  Winds:  vari- 
able, calm,  calm,  light  and  baffling ;  second  and  third,  calm. 

July  16.  Lat.  57°  55'  S.;  long.  74°  21'  W.  Barometer,  29.6;  temperature  of  air,  33°.  Winds: 
variable  throughout.     Light  airs.     Current,  E.,  one  knot  per  hour. 

July  17.  Lat.  57°  50' S.;  long.  74°  15' W.  Barometer,  29.4;  temperature  of  air,  35°.  Winds: 
calm,  calm,  S.  W.    First  and  second,  calm ;  third,  fresh  and  squally.     Current,  E.,  one  knot  per  hour. 

July  18.  Lat.  56°  04'  S. ;  long.  76°  15'  W.  Barometer,  29.4 ;  temperature  of  air,  32°.  Winds : 
N.  W.,  W.,  W.    Fresh  breezes  and  squally.    • 

July  19.  Lat.  53°  28'  S.;  long.  78°  30'  W.  Barometer,  29.7;  temperature  of  air,  35°.  Winds:  W., 
S.  W.,  S.  S.  W.     Fresh  breezes  and  squally. 

July  20.  Lat.  52°  01'  S.;  long.  78°  34'  W.  Barometer,  30;  temperature  of  air,  35°.  Winds:  S, 
throughout.    Light  winds  and  foggy. 

July  21.  Lat.  50°  02'  S. ;  long.  78°  41'  W.  Barometer,  30.  Winds:  S.,  S.  E.,  N.  E.  Strong  winds 
and  foggy,  with  light  rain. 

Ship  White  Squall  (Samuel  Kennedy),  Philadelphia  to  San  Francisco,  57  days  out. 

July  5,  1852.  Lat.  50°  21'  S.;  long.  63°  55'  W.  Current,  N.  N.  E.,  30  miles.  Barometer,  29.00; 
temperature  of  air,  42° ;  of  water,  41°.     Winds :  N.  W.,  N.  N.  E.,  N.     Cloudy,  with  rain. 

July  6.  Lat.  51°  32'  S. ;  long.  64°  35'  W.  Current,  K  E.,  30  miles.  Barometer,  29.64 ;  temperature 
of  air,  40° ;  of  water,  40°.     Winds :  N.  E.,  N.  W.,  N.  E.     Moderate  and  cloudy. 

July  7.  Lat.  54°  25'  S.;  long.  63°  00'  W.  Barometer,  29.40;  temperature  of  air,  39°;  of  water,  39°,- 
Winds :  N.  E.,  N".  E.,  E.  N.  E.    Moderate  and  cloudy. 

July  8.  Lat.  55°  24'  S.;  long.  63°  19'  W.  Barometer,  29.40 ;  temperature  of  air,  32° ;  of  water,  36°. 
Winds :  baffling  from  IST.  E.  to  E.  S.  E.     Cloudy,  with  snow  and  rain ;  calm  at  times. 

July  9.  Lat.  55°  50'  S. ;  long.  65°  00'  W.  Barometer,  29.55 ;  temperature  of  air,  33° ;  of  water,  37°. 
Winds:  E.  N.  E.,  E.  N.  E.,  N. ;  nearly  calm  all  day;  snow,  hail,  and  rain. 

July  10.  Lat.  56°  00'  S. ;  long.  66°  30'  W.  Barometer,  29.78 ;  temperature  of  air,  36° ;  of  water,  38°. 
Winds  :  calm  throughout.     Thick  fog.     4  days  current,  N.  E.,  101  miles. 

July  11.  Lat.  56°  40'  S. ;  long.  67°  40'  W.  Current,  E.  N.  E.,  31  miles.  Barometer,  29.53 ;  tempera- 
ture of  air,  36° ;  of  water,  38°.     Winds :  calm,  N.,  N.  W.     At  times,  calm  and  fog. 


574  THE  WriTD  AND  CUBEENT  CHARTS. 

July  12.  Lat.  58°  17'  S. ;  long.  70°  19'  W.  Current,  E.  by  S.,  41  miles.  Barometer,  29.60 ;  tem- 
perature of  air,  85° ;  of  water,  41°.     Winds :  N.  W.,  W.,  W.     Squally,  hail,  and  rain. 

July  13.  Lat.  58°  42'  S. ;  long.  72°  32'  W.  Barometer,  29.26  ;  temperature  of  air,  30°  ;  of  water, 
40°.  Winds:  N.  W.  to  N.  N.  W.,  N.  W.  to  S.  W.,  calm.  First  and  second  parts,  heavy  squalls;  third, 
calm. 

July  14.  Lat.  57°  59'  S. ;  long.  75°  53'  W.  2  days  current,  E.  by  N.,  92  miles.  Barometer,  29.21 ; 
temperature  of  air,  29° ;  of  water,  35°.  Winds :  calm,  E.,  E.  K  E.  First,  calm ;  second  and  third,  mode- 
rate and  snow. 

July  15.  Lat.  55°  37'  S. ;  long.  78°  32'  W.  Current,  N.  E.,  32  miles.  Barometer,  29.46  ;  temperature 
of  air,  25° ;  of  water,  32°.     Winds :  S.  S.  E.,  S.,  S.     Moderate ;  latter,  stormy. 

July  16.  Lat.  54°  07'  S. ;  long.  80°  33'  W.  Current,  E.  S.  E.,  35  miles.  Barometer,  29.17 ;  tempera- 
ture of  air,  38°  of  water,  39°.  Winds :  S.  S.  E.,  N.,  S.  W.  First  part,  strong  breezes  and  fine  weather ; 
second  part,  blowing  fresh ;  third  part,  calm  and  cloudy. 

July  17.  Lat.  53°  33'  S. ;  long.  80°  10'  W.  Current,  E.,  27  miles.  Barometer,  29.08 ;  temperature 
of  air,  35°  ;  of  water,  35°.     Winds :  S.  W.,  N.  N.  W.,  N.  W.     Hard  gales. 

July  18.  Lat.  52°  35'  S.;  long.  78°  57'  W.  Current,  S.  E.,  24  miles.  Barometer,  28.93  ;  tempera- 
ture of  air,  37°  ;  of  water,  38°.     Winds:  W.,  W.  S.  W.,  W.  S.  W.     Fresh  gales  throughout. 

July  19.  Lat.  53°  18'  S. ;  long.  79°  20'  W.  Barometer,  28.97  ;  temperature  of  air,  37° ;  of  water,  39°. 
Winds :  W.,  W.  N.  W.,  N.  W.     Heavy  gales  and  squally. 

July  20.  Lat.  54°  10'  S.;  long.  78°  33'  W.  Current,  E.  S.  E.,  36  miles.  Barometer,  29.06;  tem- 
perature of  air,  38° ;  of  water,  41°.  Winds  :  N.  W.,  W.  N.  W.,  N.  W.  Heavy  gales;  lightning,  hail,  and 
rain. 

July  21.  Lat.  53°  32'  S.;  long.  79°  19'  W.  Current,  S.  E.,  42  miles.  Barometer,  29.28;  tempera- 
ture of  air,  36°  ;  of  water,  40°.  Winds :  W.,  calm,  E.  First,  gale ;  middle,  calm ;  latter,  blowing  hard, 
snow,  hail,  and  rain. 

July  22.  Lat.  51°  28'  S.;  long.  81°  45'  W.  Barometer,  28.87;  temperature  of  air,  88°;  of  water, 
42°.     Winds:  E.,  S.,  S.  W.     First,  heavy  gales;  second,  tremendous  gales;  third  part,  moderate. 

July  23.  Lat.  48°  51'  S. ;  long.  79°  52'.  W.  Current,  S.  S.  E.,  41  miles.  Barometer,  29.60 ;  tempera- 
ture of  air,  88° ;  of  water,  13°.     Winds :  W.  N.  W.,  W.,  S.  W. ;  moderate  and  pleasant. 

N.  B.  Palmer  (C.  P.  Low),  49  days  out. 

July  10,  1852.  Lat.  48°  47'  S. ;  long.  57°  52'  W.  Barometer,  29.90.  Winds  :  S.  W.  by  W.,  W.  N. 
W.,  S.  S.  W.    Light  airs,  and  variable,  with  much  snow. 

July  11.  Lat.  51°  54'  S.;  long.  55°  43'  W.  Barometer,  29.8.  Winds  :  S.,  W.  S.  W.,  W.  N.  W. 
Stiff  breezes,  and  cloudy. 

July  12.  Lat.  53°  23'  S. ;  long.  55°  04' W.  Barometer,  29.2.  Winds:  W.  S.  W.  Stiff  breezes  and 
cloudy,  hazy  weather. 


CAPE   HORN   TRACKS.  '  576 

July  13.  Lat.  54°  42'  S. ;  long.  56°  02'  W.  Barometer,  28.8.  Winds :  N.  N.  W.,  W.  S.  W,  W.  S. 
W.    First  part,  moderate  top-gallant  breeze ;  middle  and  latter,  gales,  with  heavy  sea. 

July  14.  Lat.  55°  02'  S. ;  long.  56°  51'  W.  Barometer,  29.4.  Winds :  S.  W.,  S.  W.  by  W.,  S. 
Heavy  gales. 

July  15.  Lat.  54°  31'  S. ;  long.  61°  12'  W.  Barometer,  28.8.  Winds :  S.,  W.  N.  W.,  N.  W.  Double- 
reefed  topsails,  and  reefed  courses ;  heavy  sea. 

July  16.  Lat.  54°  40'  S. ;  long.  62°  56'  W.  Barometer,  28.8.  Winds :  N.  N.  W.,  N.  N.  W.,  S.  W. 
by  W.  First  part,  moderate  breezes.  At  10  A.  M.,  made  Staten  Land,  bearing  S.  S.  W.,  distant  20  miles. 
Ends  strong  gales. 

July  17.  Lat.  56°  41'  S.;  long.  66°  00'  W.  Barometer,  29.6.  Wind:  W.S.W.  First  part,  under 
close  reefs ;  ends  under  double  reefs. 

July  18.  Lat.  56°  35'  S. ;  long.  68°  00'  W.  Barometer,  29.2.  Winds :  W.  JST.  W.,  K  N.  E.,  N.  N.  E. 
Under  double  reefs ;  Cape  Horn  bearing  north,  by  compass,  36  miles  distant. 

July  19.  Lat.  57°  18'  S. ;  long.  69°  30'  W.  Barometer,  29.6.  Winds:  W.  K  W.,  W.  by  K,  W. 
First  part,  heavy  gales,  with  heavy  sea ;  middle,  close  reefs ;  latter,  single  reefs. 

July  20.  Lat.  57°  40'  S. ;  long.  72°  32'  W.  Barometer,  29.6.  Winds  :  S.  S.  E.,  S.,  S.  S.  W.  Single 
reefs,  with  top-gallant  sails. 

July  21.  Lat.  56°  21'  S. ;  long.  73°  47'  W.  Barometer,  28.5.  Winds :  S.  S.  E.,  S.  S.  W.,  S.  S.  W. 
First  part,  very  heavy  snow  squalls  from  the  south ;  middle  and  latter,  close  reefs. 

July  22.  Lat.  55°  20'  S.;  long.  77°  30'  W.  Barometer,  29.2.  Winds:  N.  E.,  N.,  N.  W.  First, 
moderate  breezes  and  cloudy;  ends  double  reefed  topsail  breeze. 

July  23.  Lat.  54°  44'  S. ;  long.  78°  04'  W.  Winds  :  N.  N.  W.,  W.,  W.  Stiff  double  reefed  topsaU 
breeze. 

July  24.  Lat.  52°  58' S.;  long.  78°  04' W.  Barometer,  29.6.  Winds :  W^  W.  S.  W.,  S.  W.  First 
part,  double  reefs;  middle,  close  reefs;  latter,  heavy  gales,  with  hail  and  snow. 

July  25.  Lat.  51°  46'  S. ;  long.  76°  50'  W.  Barometer,  29.6.  Winds  :  S.  S.  W.,  W-  N-  "W.,  W.  K 
W.     First  part,  heavy  gales ;  middle  and  latter,  more  moderate. 

July  26.  Lat.  50°  33'  S. ;  long.  77°  34'  W.  Barometer,  29.6.  Winds :  W.  N.  W^  W,  W.  by  N. 
First  part,  stiff  gale ;  ends  single  reefs. 

July  27.  Lat.  50°  42'  S. ;  long.  77°  38'  W.  Barometer,  29.2.  Winds:  N.  W.,  K  N.  W.,  W.  S.  W, 
First  part,  heavy  gale  ;  at  6  P.  M.,  hove  to  under  close-reefed  maintopsail,  &c. 

July  28.  Lat.  51°  03'  S.;  long.  77°  25'  W.  Barometer,  29.2.  Winds:  W.  S.  W.,  W.,  W.  First 
part,  heavy  gale,  with  very  dangerous  sea ;  middle,  heavy  rain  squalls ;  ends  more  moderate. 

July  29.  Lat.  50°  07'  S. ;  long.  77°  47'  W.  Barometer,  29.6.  Winds:  S.  W.,  N.  K.  W.,  K  N.  W. 
Stiff  breezes;  first  part,  squally. 

July  30.  Lat.  50°  03'  S. ;  long.  79°  18'  W.  Barometer,  29.2.  Winds :  N.  N.  W.,  W.  K.  W.,  W.  N. 
W.     Commences  calm  and  cloudy,  then  heavy  gales ;  middle  part,  gales ;  latter,  single-reefed  topsails. 


676  THE  WIND  AND  CUllRENT  CHARTS. 

Southerner  (E.  Hooper). 

July  6,  1852.  Lat.  51°  02'  S.  (D.  K.);  long.  64°  20'  W.  (D.  K.).  Temperature  of  air,  50° ;  of  water, 
48°.  Commences  with  strong  gales  and  clear.  Wind :  S.  E.,  and  inclining  westerly ;  8  P.  M.  wind  shifted 
S.  W. ;  barometer  falling;  middle  and  latter  parts,  moderate  breezes  with  rain;  wind,  W.  N.  W.  at  noon. 
Barometer,  fell  suddenly  from  28.80  to  28.35. 

July  7.  Lat.  50°  86'  S. ;  long.  64°  26'  W.  (D.  E.).  Comes  in  with  heavy  gales  and  rain.  At  8  P.  M. 
the  barometer  at  28.10  ;  wore  ship  to  the  westward.  "Wind:  S.  S.  E.,  gale  increasing  at  10  P.  M.  At  2 
A.  M.  the  gale  suddenly  increased  so  much  as  to  knock  the  vessel's  lee  sail  under  water ;  run  her  off  before 
the  wind  and  furled  maintopsail,  then  brought  by  and  lay  to  under  storm  sails ;  sea  rising  fast.  At  4  A.  M. 
wind  increased  to  a  violent  hurricane,  keeping  the  whole  of  the  starboard  side  under  water ;  decks  full  up 
to  the  hatches ;  vessel  laboring  very  much.  Found  it  necessary  for  the  safety  of  the  ship  and  people  to 
throw  overboard  cargo.  Ends  with  a  violent  hurricane ;  the  barometer,  at  28.10 ;  all  hands  engaged 
throwing  overboard  cargo ;  heavy  sea. 

July  8.  Lat.  50°  03'  S.;  long.  64°  06'  "W.  Commences  as  the  last  ended.  The  vessel  laboring  very 
much  and  shipping  heavy  seas;  decks  filled  with  water  fore  and  aft;  still  very  unsafe;  all  hands  still 
throwing  overboard  cargo.  At  11  A.  M.  the  vessel  making  better  weather ;  stopped  throwing  overboard 
the  cargo ;  secured  things  about  decks.  Current,  N.  E.,  40  miles  in  24  hours.  Barometer  commences  to 
rise  at  5  P.  M. ;  at  noon,  barometer,  28.50. 

July  9.  Lat.  50°  34'  S. ;  long.  68°  28'  W.  Barometer,  28.90.  Current,  K  E.,  40  miles  in  24  hours. 
Commences  with  more  moderate  S.  "W.  gales ;  middle  and  latter  parts,  strong  gales  from  S.  S.  W. 

July  10.  Lat.  51°  21'  S. ;  long.  62°  14'  W.  Barometer,  29.05 ;  temperature  of  air,  40° ;  of  water,  41°. 
Current,  E.  N.  E.,  20  miles.  Commences  with  fresh  S.  S.  W.  gales  and  squally ;  middle  and  latter  parts, 
much  the  same.    At  noon,  wind  west. 

July  11,  Lat.  52°  48'  S.;  long.  62°  33'  W.  Barometer,  at  noon,  29.80;  temperature  of  air,  42°;  of 
water,  40°.  Current,  E.  N.  E.,  24  miles.  Fresh  westerly  gales,  first  and  middle  parts ;  latter  part,  moderate 
southerly  winds. 

July  12.  Lat.  54°  07'  S. ;  long.  62°  81'  W.  Barometer,  29.50 ;  temperature  of  air,  45° ;  of  water,  40°. 
Current,  E.  N.  E.,  24  miles.  Comes  in  with  a  moderate  southerly  wind ;  at  8  P.  M.  wind  west ;  tacked 
south.    Ends  with  a  westerly  breeze  and  clear. 

July  18.  Lat,  (D.  E.)  55°  50'  S.;  long.  (D.  E.)  64°  08'  W.  Barometer,  28.60;  temperature  of  air, 
46°  ;  of  water,  40°.  Current,  E.  N.  E.,  80  miles.  First  part,  wind  west  and  moderate ;  middle  part,  fresh 
gales  and  clear  ;  latter  part,  heavy  gales  and  cloudy.     Ends  with  the  wind  at  N.  W. 

July  14.  Lat.  57°  03'  S.;  long,  65°  58'  W.  Barometer  at  noon,  28.50,  and  rising;  temperature  of 
air,  42°;  of  water,  40°.  Current,  N.E.  by  E.,  24 miles.  Commences  with  strong  N.W.  gales,  with  rain ; 
middle  part,  more  moderate ;  latter  part,  fresh  gales  at  S.  S.  W.  with  squalls  of  snow  and  hail. 

July  15.    Lat.  56°  30'  S.;  long.  67°  01'  W.     Barometer  at  noon,  29.40;  temperature  of  air,  34°;  of 


CAPE  HOKN  TRACKS.  577 

water,  40°.     Current,  E.  N.  E.,  20  miles.     Commences  with  strong  gales,  and  passing  squalls  of  hail  and 
snow.     Barometer  rising  fast;  middle  part,  a  light  south  wind  and  clear :  latter  part,  a  moderate  S.  W.  wind. 

July  16.  Lat.  (D.  E.)  57°  11'  S.;  long.  (D.  E.)  69°  59'  W.  Barometer  at  noon,  28.08;  temperature 
of  air,  88°;  of  water,  40°.  .  Current,  E.  N.E.,  2  miles  per  hour.  Comes  in  moderate  and  clear.  "Wind: 
W.  S.  W.  inclining  northerly.  At  3  P.  M.  saw  Cape  Horn,  bearing,  per  compass,  W.  N.  W.  distant  about 
25  miles ;  at  4  P.  M.  tacked  south,  and  hauled  by  the  wind,  to  double  the  cape  as  sharp  as  possible ;  middle 
part,  fresh  N.  W.  winds  and  clear ;  latter  part,  strong  gules,  with  a  heavy  cross  sea  ;  wind  N.  N.W. 

July  17.  Lat.  57°  11'  S.;  long.  70°  34'  W.  Barometer  at  noon,  28.90;  temperature  of  air,  36°;  of 
water,  41°.  Current,  E.  N.E.,  2  miles  per  hour.  Commences  with  a  strong  increasing  gale,  from  N.N.W. 
inclining  to  west.     Barometer,  28.45  ;  moderating  during  the  night ;  latter  part,  fresh  gales  from  W.  S.  W. 

July  18.  Lat.  (D.  E.)  58°  01'  S.;  long.  (D.  E.)  72°  48'  W.  Barometer  at  noon,  28.60,  and  falling. 
First  part,  fresh  W.  S.  W.  winds,  with  occasional  squalls  of  snow,  rain,  and  hail ;  middle  part,  moderate 
and  clear;  latter  part,  strong  N.  N.  W.  gales ;  lying  to. 

July  19.  Lat.  (D.  E.)  58°  20'  S'.;  long.  (D.  E.)  72°  14'  W.  Barometer  at  noon,  28.50 ;  temperature  of 
air,  46°;  of  water,  41°.  Commences  with  heavy  N.  K  "W".  gales;  2  P.M.,  barometer,  28.50,  and  at  6  P. 
M.,  28.20;  middle  part,  strong  gales,  with  rain;  midnight,  barometer  rising;  latter  part,  moderate  N.  W. 
gales,  and  cloudy. 

July  20.  Lat.  (D.  E.)  58°  10'  S.;  long.  74°  37'  W.  Barometer,  28.50;  temperature  of  air,  40°;  of 
water,  41°.  Commences  with  strong  gales  and  overcast;  middle,  light  E.S. E.  winds,  and  thick  weather; 
latter,  fresh  S.  E.  gales ;  hail,  snow,  and  rain. 

July  21.  Lat.  57°  51'  S. ;  long.  77°  24'  W.  Temperature  of  air,  44° ;  of  water,  40°.  Commences 
with  strong  S.  E.  gales,  with  snow ;  middle  and  latter  parts,  moderate  S.  E.  winds,  with  snow;  barometer 
at  noon,  28.94. 

July  22.  Lat.  (D.  E.)  57°  18'  S. ;  long.  (D.  E.)  80°  46'  W.  Barometer  at  noon,  28.70,  and  rising ;  temper- 
ature of  air,  42°;  of  water,  41°.  First  part,  light  baffling  winds,  and  flying  clouds;  middle  part,  fresh  N. 
N.  E.  gales,  with  snow ;  latter  part,  fresh  N.  N.  W.  gales,  with  rain ;  at  noon,  wind  shifted  to  S.  S.  W. ;  cur- 
rent, during  the  last  three  days,  E.  N.  E.,  70  miles. 

July  23.  Lat.  56°  50'  S. ;  long.  82°  11'  W.  Barometer  unsteady ;  temperature  of  air,  41°  ;  of  water, 
41°.  Current,  26  miles,  E.  N.  E.  First  part,  light  S.  S.  W.  wind ;  at  8  P.  M.  it  shifted  to  N.  N.  W.,  and 
blew  a  gale,  with  rain  and  snow. 

July  24.  Lat.  55°  32'  S.;  long.  83°  05'  W.  Barometer  at  noon,  28.20;  temperature  of  air,  40°;  of 
water,  41°.  Commences  with  fresh  westerly  gales,  with  snow  squalls  ;  at  8  P.  M.  the  wind  shifted  to  E.  S. 
E. ;  barometer  falling  to  28.00 ;  during  the  night,  heavy  gales  and  squally ;  4  A.  M.  barometer  rose  to 
28.25 ;  latter  part,  moderating  gales,  and  clear. 

July  25.    Lat.  54°  27'  S.;  long.  81°  37'  W.     Barometer  at  noon,  29.10 ;  temperature  of  air,  40° ;  of 
water,  41°.     Current,  E.  N.  E.,  2  miles  per  hour.     First  part,  moderate  N.  "W.  gales,  and  squally;  middle 
73 


578  THE  WIND  AND  CURKENT  CHARTS, 

part,  strong  westerly  gales;  barometer  fell  during  the  uigbt,  to  27.90,  and  at  8  A.M.  rose  to  28.10;  wind 
shifted  to  S.  W.,  and  blew  strong,  with  snow  squalls. 

July  26.  Lat.  (D.  R.)  52°  27'  S. ;  long.  (D.  R.)  81°  00'  W.  Barometer  at  noon,  29.80  ;  temperature 
of  air,  41°  ;  of  water,  42°.  First  part,  strong  W.  S.  W.  gales,  with  heavy  squalls  of  wind,  hail,  and  snow  ; 
middle  and  latter  parts,  more  moderate ;  at  8  A.  M.  wind  hauled  to  N.  W. ;  ends  light  breezes,  with  over- 
cast sky. 

July  27.  Lat.  53°  10'  S. ;  long.  81°  31'  W.  Barometer  at  noon,  27.97 ;  temperature  of  air,  43°  ;  of 
water,  42°.  Commences  with  moderate  breezes,  and  cloudy.  At  3  P.M.  wind  N.  N.  W. ;  tacked  to  the 
westward.  Barometer  falling.  At  8  P.M.  blowing  a  hard  gale,  with  heavy  squalls;  lying  to.  Ends  with 
violent  gales,  and  tremendous  squalls  of  wind,  hail,  and  rain  from  N.  N.  W. 

July  28.  Lat.  52°  13'  S. ;  long.  81°  12'  W.  Barometer  at  noon,  28.77 ;  temperature  of  air,  48° ;  of 
water,  44°.  First  part,  heavy  gales,  with  squalls  of  wind  and  hail ;  at  4  P.  M.  the  wind  hauled  to  west ; 
wore  to  the  north ;  at  8  P.  M.  the  barometer  rose  0.2.  Middle  and  latter  parts,  fresh  W.  S.  W.  gales,  with 
snow  and  hail  squalls. 

July  29.  Lat.  50°  59'  S. ;  long.  79°  19'  W.  Barometer  at  noon,  29.10  ;  temperature  of  air,  46° ;  of 
water,  44°.  First  part,  fresh  west  gales ;  at  8  P.  M.  barometer  commenced  rising;  middle  and  latter  parts, 
light  breezes,  and  fine,  clear  weather. 

July  30.  Lat.  50°  55'  S. ;  long.  80°  15'  W.  Barometer  at  noon,  28.80 ;  temperature  of  air,  50° ;  of 
water,  45°.  First  part,  light  N.  "W.  winds,  and  clear;  at  2  P.  M.  tacked  west;  at  8  P.  M.  strong  gales  which 
continued  from  K.  N.  W. ;  at  8  A.  M.  the  wind  moderating,  at  west;  ends  with  fine  weather. 

July  31.  Lat.  50°  00'  S.;  long.  78°  10'  W.  Barometer  at  noon,  28.95;  temperature  of  air,  52°;  of 
water,  46°.  Commences  with  moderate  N.  W.  winds ;  middle  part,  strong  gales ;  at  4  A.  M.  tremendous 
heavy  gales ;  lying  to  under  storm  fore  and  aft  sails.  Barometer  in  this  case  gave  no  warning.  Ends  with 
a  more  moderate  wind  at  west. 

Aug.  1.  Lat.  50°  23'  S.;  long.  78°  38'  W.  Barometer  at  noon,  28.90.  Commences  with  moderate 
west  gales;  at  4  P.  M.  wind  hauling  northward;  wore  ship  to  S.  W.;  middle  and  latter  parts,  heavy  gales; 
lying  to  under  storm  sails. 

Ship  Levanter  (Wm.  A.  Follansbee),  New  York  to  San  Francisco,  81  days  out. 

July  14.  Lat.  48°  25'  S.;  long.  64°  46'  W.  Current,  easterly,  IJ  knots  per  hour.  Barometer,  29.4; 
temperature  of  air,  47° ;  of  water,  45°.     Winds :  W.  by  N.,  W.  J  N.,  W.  J  S.     Moderate  and  pleasant. 

July  15.  Lat.  50°  33'  S.;  long.  64°  10'  W.  Current,  1^  knots.  Barometer,  29;  temperature  of  air, 
44°  ;  of  water,  45°.  Winds :  W.  N.  W.,  W.  N.  W.,  S.  W.  by  W.  First  and  second  parts,  moderate  ;  third 
part,  gale. 

July  16.  Lat.  50°  23'  S. ;  long.  65°  21'  W.  Current,  S.  E.,  |  knot.  Barometer,  29.4;  temperature 
of  air,  38° ;  of  water,  44°.  Winds:  S.  W.  by  W.,  S.  W.,  S.  W.  First  part,  moderate;  second  and  third 
parts,  hard  gale,  with  snow  squalls. 


CAPE  HORN  TKACKS.  579 

July  17.  Lat.  53°  15'  S.;  long.  64°  56'  W.  Barometer,  29.1 ;  temperature  of  air,  40° ;  of  water,  42°. 
Winds :  "W.  N  W.  to  N.  "W.,  S.  W.,  S.  W.  First  part,  fresh  ;  second  part,  gale ;  third  part,  strong  and 
squally. 

July  18.  Lat.  54°  40'  S.;  long.  none.  Barometer,  28.8;  temperature  of  air,  45°;  of  water,  42°. 
Winds:  W.  S.  W.,  W.  N.  W.,  N.  W.     Fresh  breezes  and  thick;  passed  through  the  Straits  of  Le  Maire. 

July  19.  Lat.  56°  08'  S. ;  long.  65°  30'  W.  Barometer,  29.8  ;  temperature  of  air,  41°  ;  of  water,  41°. 
Winds :  W.  to  W.  S.  W.,  calm  and  W.,  W.  N.  W.    Strong  gales  and  heavy  squalls. 

July  20.  Lat.  56°  44'  S. ;  long.  67°  22'  W.  Barometer,  29.2  ;  temperature  of  air,  42° ;  of  water,  43°. 
Winds :  W.,  N.  IST.  W.,  N.  N.  W.     First  part,  fresh  breezes ;  second  and  third  parts,  strong  gales. 

July  21.  Lat.  (D.  R.)  57°  10'  S.;  long.  67°  56'  W.  Barometer,  29.4;  temperature  of  air,  38°;  of 
water,  42°.     Winds :  N.  N.  W.,  W.  N.  W.  to  -W.,  S.  W.     Hard  gales ;  ends  calm. 

July  22.  Lat.  57°  32'  S. ;  long.  69°  16'  W.  Barometer,  28.5 ;  temperature  of  air,  38° ;  of  water,  41°. 
Winds :  calm,  E.  K  E.,  E.  N.  E.  to  IST.  W.,  E.  N.  E.  to  S.  S.  W.  First  part,  calm  ;  second  part,  moderate ; 
third  part,  hard  gales  and  snow. 

July  23.  Lat.  (D.  R.)  58°  21'  S.;  long.  69°  46'  W.  Barometer,  28.5;  temperature  of  air,  38°;  of 
water,  41°.     AVinds :  S.  S.  W.,  W.  S.  W.  to  W.  K  W.,  N.  W.  by  W.     Hard  gales  and  heavy  snow  squalls. 

July  24.  Lat.  (D.  R.)  58°  30' S. ;  long.  69°  10' W.  Barometer,  28.9;  temperature  of  air,  36°;  of 
water,  40°.  Winds :  S.  S.  W.,  W.  S.  W.  to  S.  W.,  S.  W.  to  W.  S.  W.  Hard  gales  and  heavy  snow  squalls ; 
calm  for  10  minutes. 

July  25.  Lat.  (D.  R.)  58°40'S.;  long.  67°  09' W.  Barometer,  29.2;  temperature  of  air,  25°;  of 
water,  39°.     Winds:  S.  W.  throughout.     Hard  gales;  third  part,  moderate. 

July  26.  Lat.  (D.  R.)  58°  08'  S.;  long.  67°  34'  W.  Barometer,  29.1;  temperature  of  air,  30°;  of 
water,  40°.  Winds :  S.  W.,  calm,  E.,  calm.  First  part,  moderate ;  second  part,  calm  ;  third  part,  light  airs 
and  calm,  snowing. 

July  27.  Lat.  56°  31'  S.;  long.  73°  08'  W.  Barometer,  29.07;  temperature  of  air,  28°;  of  water, 
40°.  Winds :  S.  E.,  S.  to  S.  E.,  S.  to  S.  E.  First  part,  light  airs ;  second  and  third  parts,  fresh,  and  .snow 
squalls. 

July.  28.  Lat.  (D.  R.)  55°  31'  S. ;  long.  77°  W.  Barometer,  30.1 ;  temperature  of  air,  38°  ;  of  water, 
41°.  Winds:  S.  E.to  S.,  S.E.,  S.  to  W.  JST.  W.  First  and  second  parts,  moderate  and  pleasant;  third  part, 
light  airs  and  calm. 

July  29.  Lat.  53°  45'  S. ;  long.  79°  33'  W.  Barometer,  30.2 ;  temperature  of  air,  40° ;  of  water,  42°. 
Winds :  W.  N.  W.,  W.  N.  W.  to  W.,  W.     Fresh  breezes  and  squalls  of  rain. 

July  30.  Lat.  52°  26'  S. ;  long.  79°  55'  W.  Barometer,  30.1 ;  temperature  of  air,  40° ;  of  water,  43°. 
Winds :  W.,  W.,  W.    Fresh  breezes  and  rain  squalls,  and  misty  all  day. 

July  31.  Lat.  (D.  R.)  50°  07'  S.;  long.  81°  04'  W.  Barometer,  30.2;  temperature  of  air,  44°;  of 
water,  44°.    Winds :  W.  S.  W.,  S.  W.  by  W.,  W.  by  S.  to  W.     Moderate  breezes  and  fog  showers. 


580  THE  WIND  AND  CURRENT  CHARTS. 

Aug.  1.  Lat.  48°  37'  S. ;  long.  82°  00'  W.  Barometer,  30.1 ;  temperature  of  air,  48°  ;  of  water,  46°. 
Winds:  W.  by  S.,  W.  S.  "W.  to  S.  W.,  S.  to  S.  W.     Moderate  breezes  and  foggy ;  latter,  nearly  calm. 

Miza  Mallory  (John  E.  Williams). 

July  30,  1852.  Lat.  50°  38'  S. ;  long.  62°  34'  W.  Barometer,  29.8 ;  temperature  of  air,  46°.  Winds : 
S.  S.  E.,  E.,  N.  E.     First  part,  calm,  and  light  winds;  middle  and  latter,  strong.     Barometer,  going  down. 

July  31.  Lat.  53°  34'  S. ;  long.  64°  41'  W.  Barometer,  29.3 ;  temperature  of  air,  40°.  Wind : 
N.  N.  E. ;  strong  breezes,  cloudy,  thick,  and  rainy. 

Aug.  1.  Lat.  54°  36'  S.;  long.  63°  15'  W.  Barometer,  29.3 ;  temperature  of  air,  40°.  Winds  :  K 
W.  to  W.,  W.,  W.  First  part,  strong  breezes  from  N".  W.,  and  thick  ;  middle,  wind  shifting  to  west, 
cleared  up,  blowing  strong  gale.     At  8  A.  M.  made  Staten  Land ;  unsettled  glass,  going  up  and  down. 

Aug.  2.  Lat.  54°  31'  S. ;  long.  65°  40'  W.  Barometer,  29.02 ;  temperature  of  air,  40°.  Winds : 
N.  W.,  K  N.  W.,  N.  N.  W.  First  part,  strong  gale ;  at  6  P.  M.  passed  close  to  Cape  St.  John,  heavy 
squalls  off  the  land ;  latter  part,  squalls  not  so  heavy ;  at  daylight,  made  Terra  del  Fuego. 

Aug.  3.  Lat.  56°  GO'S.;  long,  not  observed.  Barometer,  29.2;  temperature  of  air  42°.  Winds: 
N.  N.  W.,  N.  First  part,  strong  gale ;  middle,  heavy  squalls,  with  snow ;  latter,  pleasant.  At  noon,  about 
20  miles  east  of  Cape  Horn. 

Aug.  4.  No  observations.  Barometer,  29.05  ;  temperature  of  air,  37°.  Winds :  N".,  W.,  W.  First 
part,  moderate  and  pleasant ;  at  5  P.  M.  Cape  Horn  bore  north,  distant  about  five  miles ;  at  8  P.  M.  heavy 
bank  coming  up  from  the  west,  and  barometer  going  down;  at  midnight,  close-reefed;  latter  part,  hail 
squalls.    At  7  A.  M.  made  the  Diego  Eocks. 

Aug.  5.  Lat.  57°  28'  S. ;  long.  69°  00'  W.  Barometer,  29.1 ;  temperature  of  air,  38°.  Wind:  W. 
N.  W.  First  part,  strong  gale,  with  hail  squalls;  middle,  more  moderate;  latter  part,  moderating;  under 
top-gallant  sails. 

Aug.  6.  Lat.  57°  02'  S.;  long.  70°  51'  W.  Barometer,  29.00;  temperature  of  air,  40°.  Winds: 
N.  W.,  N.,  N.  N.  E.  First  part,  strong  breezes  and  rain  squalls.  Ends,  light  and  baffling ;  heavy  sea  from 
west ;  weather  looks  bad. 

Aug.  7.  Lat.  56°  04'  S.;  long.  72°  30'  W.  Barometer,  29.5  ;  temperature  of  air,  36°.  Winds:  S., 
S.  W.,  S.  W.  First  part,  light;  middle,  hail  and  snow  squalls — under  close  reefs;  latter  part,  more  mode- 
rate ;  made  sail. 

Aug.  8.  No  observation.  Barometer,  29.3 ;  temperature  of  air,  38°.  Winds :  W.  to  W.  N.  W., 
N.  W.,  N.  First  part,  strong  breezes,  and  baffling.  Barometer,  going  down;  at  3  P.  M.  it  stood  at  28.85. 
Ends,  with  snow  and  rain — double  reefs. 

Aug.  9.  Lat.  54°  30'  S. ;  long.  78°  36'  W.  Barometer,  29.5 ;  temperature  of  air,  34°.  Winds : 
N.  W.,  S.  W.,  S.  W.  First  part,  all  sorts  of  weather — fog,  rain,  and  calm,  with  heavy  sea  from  N.  W. ; 
middle  part,  strong  gale ;  latter,  more  moderate,  but  still  squally. 

Aug.  10.     No  observation.     Barometer,  30.2;    temperature  of  air,  34°.     Winds:  S.  W.,  S.  W.,  E. 


CAPE  HOEN  TRACKS.  6$1 

First  part,  strong  breezes,  with   snow  and  hail   squalls;  middle,  moderate  breezes,  and  baffling;  latter, 
moderate  and  cloudy.    The  weather  changes  very  quick  about  here ;  from  all  sail  to  close  reefs. 

Aug.  11.  Lat.  48°  38'  S.;  long.  83°  25'  W.  Barometer,  29.8;  temperature  of  air,  44°.  Winds:  E. 
N.  E.,  E. N.  E..,  N.  E.  First  part,  strong  breezes;  middle  part,  same;  barometer  going  down  fast;  latter, 
strong  and  hazy ;  heavy  sea  from  the  north. 

Ship  Pelican  Slate  (S.  Weeks),  Philadelphia  to  San  Francisco,  76  days  out. 

July  30.  Lat.  50°  30'  S.;  long.  64°  45'  W.  Barometer,  30.03;  temperature  of  air,  41°  of  water, 
43°.     Winds :  calm,  S.  W.,  S.  W.     First  part,  calm ;  second  part,  moderate ;  third  part,  fresh  breeze. 

July  31.  Lat.  51°  17'  S.;  long.  66°  00'  W.  Barometer,  30;  temperature  of  air,  41°  ;  of  water,  42°. 
Winds :  W.  S.  W.,  S.  W.,  W.  S.  W.    Fresh  breezes  and  pleasant. 

Aug.  1.  Lat.  52°  58'  S. ;  long.  66°  10'  W.  Barometer,  29.7  ;  temperature  of  air,  42° ;  of  water,  42°. 
Winds :  W.  S.  W.  throughout.     Strong  gales  and  squally.     Barometer  falling. 

Aug.  2.  Lat.  54°  18'  S.;  long.  65°  35'  W.  Barometer,  29.8;  temperature  of  air,  42°;  of  water,  42°. 
Winds :  S.  W.,  N.,  N.  W.     First  part,  moderate  weather,  dark  and  cloudy. 

Aug.  3.  Lat.  55°  00'  S.;  long.  63°  32'  W.  Barometer,  29.5 ;  temperature  of  air,  38° ;  of  water,  42°. 
Winds :  N.  W.,  S.  W.,  S.  W.  First  part,  moderate.  Should  have  gone  through  Straits  of  Le  Maire,  but 
wind  contrary,  south,  and  night  coming  on,  thought  it  prudent  to  go  round  Staten  Land.  Third  part, 
gales  with  squalls  of  hail  and  snow.     Current,  E.  JST.  E.,  15  miles. 

Aug.  4.  Lat.  55°  30'  S. ;  long.  63°  32'  W.  Barometer,  29.8 ;  temperature  of  air,  30° ;  of  water,  41°. 
Winds :  S.  S.  W.,  S.,  S.     Heavy  gales  with  squalls  of  snow  and  hail.     Current,  E.  N.  E.,  36  miles. 

Aug.  5.  Lat.  55°  50'  S. ;  long.  64°  00'  W.  Barometer,  30.2 ;  temperature  of  air,  31°  ;  of  water,  40°. 
Winds :  S.,  S.,  S.  S.  E.    Strong  gales  and  dark  cloudy  weather.     Carrent,  E.  N".  E.,  30  miles. 

Aug.  6.  Lat.  55°  25'  S.;  long.  64°  20'  W.  Barometer,  30.3 ;  temperature  of  air,  33° ;  of  water,  41°. 
Wind :  S.  S.  E.  throughout.  First  part,  strong  winds  and  heavy  squalls  of  snow.  Second  part,  strong 
gales.     Third  part,  moderate.     Strong  current  setting  northward  at  E.  N.  E.,  40  miles. 

Aug.  7.  Lat.  55°  25'  S.;  long.  63°  45'  W.  Barometer,  30.3 ;  temperature  of  air,  33° ;  of  water,  35°. 
Winds:  S.,  S.,  S.  W. ;  moderate  snow  squalls  and  cloudy. 

Aug.  8.  Lat.  56°  40'  S. ;  long.  63°  40'  W.  Barometer,  30.1 ;  temperature  of  air,  38° ;  of  water,  35°. 
Wind :  S.  W.  throughout ;  moderate  and  dark  cloudy  weather.     Current,  E.,  20  miles. 

Aug.  9.  Lat.  57°  00'  S.;  long.  63°  00'  W.  Barometer,  29.5;  temperature  of  air,  38°;  of  water,  35°. 
Winds :  S.  W.,  W.  N.  W.,  W.  N.  W. ;  moderate.     Second  part,  light ;  third  part,  calm.    Current,  E.,  20  miles. 

Aug.  10.  Lat.  57°  18'  S. ;  long.  63°  30'  W.  Barometer,. 29.5 ;  temperature  of  air,  41° ;  of  water,  42°. 
Winds:  N.  W.,  calm,  calm.  First  part,  light  airs  and  dark  cloudy  weather;  second  part,  calm  and  baf- 
fling; third  part,  calm.     Current,  E.  N.E.,  20  miles. 

Aug.  11.     Lat.  57°  10'  S. ;  long.  66°  33'  W.    Barometer,  29.5 ;  temperature  of  air,  41° ;  of  water,  42°. 


582i.  THE  WIND  AND   CURRENT  CHARTS. 

Winds:  W.N.  W.  First  part,  light  airs  and  dark  cloudy  weather;  second  part,  baffling;  third  part,  light 
breezes.     Current,  E.,  25  miles. 

Aug.  12.  Lat.  57°  40'  S. ;  long.  68°  30'  W.  Barometer,  29.8 ;  temperature  of  air,  35°  ;  of  water,  38°. 
Winds:  W. S.  W.,  W.S.W.,  E.  First  and  second  parts,  fresh  breezes  and  rainy;  third  part,  light  winds 
and  cloudy ;  strong  tide  rips.     Current,  E.  by  N.,  35  miles. 

Aug.  13.  Lat.  56°  49'  S. ;  long.  73°  20'  W.  Barometer,  29.5 ;  temperature  of  air,  42° ;  of  water,  40°. 
Winds:  N.E.,  N.E.,  N.  N.E.  First  part,  light  airs;  second  part,  moderate;  third  part,  fresh  breezes. 
Current,  E,  by  N.,  30  miles. 

Aug.  14.  Lat.  55°  57'  S. ;  long.  75°  53'  W.  Barometer,  29.3  ;  temperature  of  air,  44° ;  of  water,  40°. 
Winds:  N. E.,  N. E.,  N. N. E.  First  part,  fresh;  second  part,  light  and  baffling,  and  cloudy;  third  part, 
light  winds.     Current,  E.,  15  miles. 

Aug.  15.  Lat.  55°  44'  S. ;  long.  76°  30'  W.  Barometer,  29  ;  temperature  of  air,  45°  ;  of  water,  42°. 
AVinds :  E.,  calm,  calm.  First  part,  light  winds  and  cloudy ;  second  and  third  parts,  calm.  Current,  E., 
15  miles. 

Aug.  16.  Lat.  54°  08'  S. ;  long.  78°  45'  W.  Barometer,  28.5;  temperature  of  air,  46° ;  of  water,  43°. 
Wind:  E.,  S. E.,  S.  First  part,  light  airs;  second  part,  fresh  and  squally,  with  snow;  third  part,  light 
airs.     Current,  E.,  20  miles. 

Aug.  17.  Lat.  53°  48'  S. ;  long.  80°  45'  W.  Barometer,  29.3 ;  temperature  of  air,  45° ;  of  water,  43°. 
Winds:  S.,  S.,  S.  First  part,  light  airs;  second  and  third  parts,  fresh  gales  and  rainy.  Current,  E.,  20 
miles. 

Aug.  18.  Lat.  53°  20'  S. ;  long.  82°  00'  W.  Barometer,  29.00 ;  temperature  of  air,  42°  ;  of  water,  40°. 
Winds:  variable,  variable,  calm.  First  and  second,  variable;  third,  from  calms  to  strong  gales,  and  fine 
weather  to  squalls  of  snow  and  rain.     Current,  E.,  20  miles. 

Aug.  19.  Lat.  51°  16'  S.;  long.  83°  30'  W.  Barometer,  29.3 ;  temperature  of  air,  41° ;  of  water,  42°. 
Winds :  calm,  S.  W.,  S.  W.  First  part,  calm ;  second,  fresh  southwest  gales  with  squalls  of  snow  and  hail ; 
third,  moderate.     Current,  E.  S.  E.,  30  miles. 

Aug.  20.  Lat.  48°  10'  S. ;  long.  84°  30'  W.  Barometer,  30.00 ;  temperature  of  air,  46° ;  of  water, 
48°.  Wind :  S.  W.  throughout.  Fresh  gales  with  heavy  squalls  of  wind,  rain,  hail,  and  snow.  Current, 
S.  E.,  20  miles. 

Ship  White  Swallow  (P.  W.  Lovett),  Boston  to  San  Francisco,  86  days  out, 

Aug.  21,  1853.  Lat.  49°  33'  S. ;  long.  62°  55'  W.  Barometer  29.40 ;  temperature  of  air,  33° ;  of  water, 
at  surface,  32°;  at  10  feet  below  surface,  36°.  Winds:  W.,  S.,  S.  Fresh  breezes  and  pleasant.  At  10, 
wind  changed  to  south  in  a  squall,  and  blew  a  gale  for  the  remainder  of  the  day.     Hail  and  snow. 

Aug.  22.  Lat.  50°  40'  S.;  long.  63°  50'  W.  Barometer,  29.40;  temperature  of  air,  40°;  of  water, 
85° ;  do.  36°.     Winds :  S.  W.,  W.  N.  W.,  W.  N.  W.     Fresh  gales ;  cloudy  and  cold. 


CAPE  HORN  TRACKS,  583 

Aug.  23.  Lat.  53°  15'  S.;  long.  62°  46'  W.  Barometer,  29.25;  temperature  of  air,  41°;  of  water, 
34°  ;  do,  35°.     Winds :  W.,  W.  S.  W.,  W.  S.  W.     Strong  gales ;  middle  and  latter,  more  moderate. 

Aug.  24.  Lat.  55°  38'  S.;  long.  61°  46'  "W.  Barometer,  28.67;  temperature  of  air,  87°;  of  water, 
34°  ;  do.  35°.    Winds :  W.,  N.  E.,  W.     First  part,  fresh  breezes ;  middle  and  latter,  strong  gales. 

Aug.  25.  Lat.  55°  42'  S.;  long.  60°  42'  W.  Barometer,  28.38;  temperature  of  air,  29°;  of  water, 
38° ;  do.  37° .  Winds :  W.  by  S.,  W.  S.  W.,  S.  W.  First  part,  gales  with  hail  and  snow ;  middle,  more 
moderate ;  latter,  light  breezes.     Heavy  westerly  swell. 

Aug.  26.  Lat.  56°  29'  S.;  long.  62°  56'  W.  Barometer,  58.67;  temperature  of  air,  38°;  of  water, 
86°;  do.  37°.  Winds:  S.,  N.  E.,  W.  All  kinds  of  weather;  middle,  light  and  calm;  latter,  strong  gale 
with  hail  and  snow. 

Aug.  27.  Lat.  56°  16' S.;  long.  63°  83'  W.  Barometer,  28.63  ;  temperature  of  air,  38°;  of  water, 
26° ;  do.  27°.  Winds:  W.,  calm,  S.  W.  Commences  fresh  gale;  middle,  quite  moderate;  latter,  calm  and 
thick,  snow  storm. 

Aug.  28.  Lat.  56°  14'  S.;  long.  65°  10'  W.  Barometer,  29.50;  temperature  of  air,  39°;  of  water, 
37°  ;  do.  37°.     Winds :  calm,  W.,  N.  W.     Commences  light  airs  and  snow ;  middle,  light;  ends  same. 

Aug.  29.  Lat.  57°  00'  S. ;  long.  67°  40'  W.  No  observation.  Barometer,  29.07 ;  temperature  of  air, 
40°  ;  of  water,  38° ;  do.  38°.  Winds:  N.  W.,  W.  K  W.,  N.  E.  Commences  fresh  breezes  ;  middle,  wind 
working  southerly  with  rain  ;  latter,  N.  E.  to  N.  W. ;  moderate  and  raining.  i 

Aug.  30.  Lat.  57°  40'  S.;  long.  70°  30'  W.  Barometer,  28.65;  temperature  of  air,  41°;  pf  water. 
39°;  do.  88°.     Winds :  K  W.,  K  W.,  W.  K  W.    Fresh  breezes  and  raining.  | 

Aug.  31 .  Lat.  58°  42'  S. ;  long.  71°  41'  W.  Current,  east,  36  miles.  Barometer,  28.40 ;  temperature 
of  air,  40° ;  of  water,  88°  ;  do.  87°.  Winds:  W.  N.  W.,  W.  N.  W.,  N.  N.  W.  Strong  breeze,  heavy 
squalls,  with  snow  and  hail ;  midnight,  moderate. 

Sept.  1.  Lat.  59°  18'  S. ;  long.  73°  11'  W.  Strong  easterly  current.  Barometer,  28.30  ;  temperature 
of  air,  40°  ;  of  water,  38°  ;  do.  37°.  Winds :  W.  K  W.,  W.  N.  W.,  N.  K  E.  Fresh  breezes  and  squally, 
with  snow  and  hail. 

Sept.  2.  Lat.  58°  32'  S. ;  long.  74°  00'  W.  Current,  east,  strong.  Barometer,  28.37  ;  temperature  of 
air,  40° ;  of  water,  39° ;  do.  37°.  Winds:  K  N.  E.,  W.,  S.  S.  E.  Commences  light  breezes,  and  snow; 
middle,  light ;  ends  good  breeze. 

Sept.  3.  Lat.  55°  24'  S.;  long.  76°  15'  W.  Current,  east,  IJ  knots  per  hour.  Barometer,  29.05; 
temperature  of  air,  39°;  of  water,  38°  ;  do.  38°.  Winds:  S.,  S.  W.,  W.  Fine  breeze.  .  During  the  last 
four  days  we  have  had  an  easterly  current,  from  1  to  1^  knots  per  hour. 

Sept.  4.  Lat.  54°  27'  S. ;  long.  76°  25'  W.  Current,  east,  1  knot  per  hour.  Barometer,  29.05 ;  tem- 
perature of  air,  40°  ;  of  water,  89°  ;  do.  38°.  Winds :  W.,  W.  N.  W.,  N.  W.  Commences  fresh  breezes, 
and  cloudy ;  ends  heavy  gales  and  squally,  with  hail,  rain,  and  snow. 

Sept.  5.    Lat.  52°  57'  S.;  long.  76°  22'  W.     Barometer,  29.10 ;  temperature  of  air,  41°;  of  water, 


584  THE  WIND  AND  CUKKENT  CHARTS.  . 

40° ;  do.  38°.     Winds :  N.  W.,  W.  N.  "W.,  W.  N.  "W.     Strong  gales,  with  hail  and  snow ;  middle,  more 
moderate. 

Sept.  6.  Lat.  49°  52'  S. ;  long.  79°  29'  W.  Barometer,  29.50 ;  temperature  of  air,  44° ;  of  water,  43°  ; 
do.  42°.  Winds :  W.  N.  W.,  S.  W.,  S.  W.  Strong  breeze,  with  heavy  squalls,  with  rain  and  hail ;  at  4 
P.  M.,  wind  hauled  to  S.  W.  in  a  squall,  and  lasted  strong  throughout  the  day. 

Ship  Corinne  (John  K.  Stickney),  New  York  to  San  Francisco,  92  days  out. 

July  29.  Lat.  49°  09'  S.;  long.  64°  52'  W.  Current,  west,  half  knot  per  hour.  Barometer,  80.26; 
temperature  of  air,  37°  ;  of  water,  48°.  Winds :  S.  to  S.  E.,  calm,  calm.  First  part,  squally,  and  fresh 
winds  ;  second  and  third,  light  airs  and  calm. 

July  80.  Lat.  51°  11'  S.;  long.  64°  52'  W.  Barometer,  30.03;  temperature  of  air,  89°;  of  water, 
42°.  Winds :  S.  by  W.,  S.  W.,  W.  S.  W.  First,  light  airs  and  cloudy  ;  second  and  third,  moderate  and 
pleascint. 

July  31.  Lat.  52°  35'  S. ;  long.  65°  00'  W.  Barometer,  29.77 ;  temperature  of  air,  41° ;  of  water, 
41°.    Winds :  W.  by  S.,  S.  W.  by  W.,  S.  W.  by  W.    First,  moderate ;  second,  hard  gales  ;  third,  moderate. 

Aig.  1.  Lat.  54°  23'  S. ;  long.  64°  03'  W.  Barometer,  29.50 ;  temperature  of  air,  40° ;  of  water, 
42°.     "Wind :  S.  W.  throughout.     First,  moderate ;  second,  suddenly  a  furious  gale ;  third,  hard  gale. 

Aug.  2.  Lat.  54°  33'  S.;  long.  63°  50'  W.  Barometer,  29.60;  temperature  of  air,  39°;  of  water, 
42°.  Winds  :  S.  W.,  W.  S.  W.,  W.  N.  W.  F'irst,  hard  gales ;  second,  same ;  third,  more  moderate,  and 
thick  wcither. 

Aug.  3.  Lat.  56°  21'  S. ;  long.  63°  08'  W.  Barometer,  29.20 ;  temperature  of  air,  35° ;  of  water, 
36°.  Winds :  W.  S.  W.  to  W.,  S.  W.  by  W.,  S.  W.  by  W.  First,  fresh  breezes  and  thick ;  second,  light 
breezes  and  thick ;  third,  strong  breezes,  with  squalls  of  sleet  and  snow. 

Aug.  4.  Lat.  56°  25'  S.;  long.  63°  24'  W.  Barometer,  29.92  ;  temperature  of  air,  26°  ;  of  water, 
34°.  Winds  :  S.  by  W.,  S.  S.  E.,  S.  S.  E.  First  part,  fresh  gale  and  thick  snow ;  second,  hard  gale,  with 
heavy  squalls  of  sleet  and  snow ;  third,  moderating. 

Aug.  5.  Lat.  56°  40'  S. ;  long.  66°  17'  W.  Barometer,  30.30 ;  temperature  of  air,  34° ;  of  water,  40°. 
Winds :  S.  S.  E.  to  S.,  S.  S.  E.,  S.  S.  E.  to  S.  First  part,  fresh  gales  and  frequent  snow  squalls;  second, 
moderating;  third,  moderate  and  cloudy. 

Aug.  6.  Lat.  56°  57'  S. ;  long.  66°  22'  W.  Barometer,  30.38 ;  temperature  of  air,  33° ;  of  water,  41°. 
Wiada:  S.  S.  E.-to  S.  S.  W.  throughout;  winds  variable,  with  frequent  squalls  of  snow  and  sleet. 

Aug.  7.  Lat.  50°  40'  S. ;  long.  65°  50'  W.  Barometer,  30.10 ;  temperature  of  air,  34° ;  of  water,  39°. 
Winds  -.  S.  to  S.  S.  W.,  S.  W.,  S.  W.  by  W. ;  fresh  and  flawy,  also  cloudy. 

Aug.  8.  Lat.  58°  49'  S. ;  long.  66°  06'  W.  Current,  iST.  E.  strong,  rate  not  ascertained.  Barometer, 
29.86 ;  temperature  of  air,  36° ;  of  water,  37°.  Winds :  S.  W.,  S.  W.  by  W.,  W.  by  S. ;  squally  and 
cloud  V. 

Aug.  9.    Lat.  66°  07'  S. ;  long.  68°  06'  W.     Current,  E.  N.  E.,  1  mile  per  hour.     Barometer,  29.54 ; 


CAPK  HORN  TRACKS.  585 

temperature  of  air,  36°;  of  water,  31°.     Winds:  W.,  W.,  W.  S.  "W. ;  moderate,  witli  frequent  squalls  of 
sleet  and  snow,  and  drizzling  rain. 

Aug.  10.  Lat.  59°  42' S.;  long.  69°  11' W.  Current,  easterly.  Barometer,  29.55 ;  temperature  of 
air,  34°  ;  of  water,  37°.  Winds :  W.  S.  W.,  S.  W.  to  W.  S.  W.,  S.  S.  W.  to  S.  S.  E. ;  liglit  variable  winds, 
and  calms ;  squalls  of  snow  and  sleet. 

Aug.  11.  Lat.  59°  39'  S. ;  long.  71°  05'  W.  Current,  for  56  hours,  N.  87°  E.,  54  miles.  Barometer, 
29.56 ;  temperature  of  air,  34°  ;  of  water,  38°.  Winds :  S.  E.  by  S.,  S.  E.  by  E.,  E.  First  part,  liglit  airs ; 
second,  moderate ;  third,  fresh  and  cloudy. 

Aug.  12.  Lat.  58°  25'  S. ;  long.  76°  18'  W.  Current,  easterly.  Barometer,  29.72 ;  temperature  of 
air,  33° ;  of  water,  39°.  Winds :  E.,  E.,  E.  to  N.  E.  First  part,  fresh,  with  snow  squalls ;  second,  moderate, 
with  snow ;  third,  fresh  snow  squalls  and  sleet. 

Aug.  13.  Lat.  57°  09'  S. ;  long.  78°  00'  W.  Current,  for  48  hours,  S.  71°  E.,  42  miles.  Barometer, 
29.35 ;  temperature  of  air,  40°  ;  of  water,  40°.  Winds :  N.  N.  E.  to  calm,  N.  E.,  do.  First  part,  strong  and 
rainy,  calm  for  a  few  moments;  second,  light  airs ;  third,  moderate,  and  drizzling  rain. 

Aug.  14.  Lat.  55°  27'  S.;  long.  81°  30'  W.  Current,  S.  17°  E.,"29  miles.  Barometer,  28.85  ;  tem- 
perature of  air,  38°  ;  of  water  40°.  Wind :  N.  E.  throughout.  First  and  second  parts,  fresh  breezes  and 
thick  weather ;  third,  light  airs  and  calms,  thick  fog. 

Aug.  15.  Lat.  54°  23'  S. ;  long.  83°  10'  W.  Barometer,  29.07 ;  temperature  of  air,  40° ;  of  water, 
40°.  Winds :  N".  E.,  calm  and  baffling,  S.  S.  E.  First,  light  breezes  and  dense  fog;  second,  calm  and  baffling 
airs ;  third,  gentle  breezes. 

Aug.  16.  Lat.  53°  37'  S.;  long.  83°  46'  W.  Barometer,  29.22;  temperature  of  air,  37°;  of  water, 
40°.    Winds :  S.  S.  E.,  S.  W  to  N.  W.,  S.  W.  to  N.  W.     Light  variable  breezes ;  latter,  squalls  of  rain. 

Aug.  17.  Lat.  52°  38'  S. ;  long.  84°  14'  W.  Barometer,  29.03 ;  temperature  of  air,  42° ;  of  water,  41°. 
AVinds :  W.  to  W.  N.  W.,  W.  N.  W.  to  N".  N.  W.,  W.  to  W.  N.  W.    Fresh  breezes  and  squally  weather. 

Aug.  18.  Lat.  52°  00'  S. ;  long.  84°  13'  W.  Barometer,  28.85 ;  temperature  of  air,  40° ;  of  water, 
41°.  Winds:  W.  K  W.,  W.  N.  W.,  W.  N.  W.  to  W.  S.  W.  First,  fresh  and  squally ;  second,  fresh  gales, 
squally  with  sleet  and  rain;  third,  fresh  breezes  and  squally. 

Aug.  19.  Lat.  50°  12'  S. ;  long.  84°  40'  W.  Barometer,  29.45 ;  temperature  of  air,  40° ;  of  water, 
42°.     Winds :  S.  W.  by  S.  throughout.     Strong  gales ;  heavy  squalls  of  snow  and  hail. 

"  Your  Sailing  Directions,  with  the  accompanying  Charts,  contain  much  valuable  information,  and  I 
would  recommend  them  to  every  shipmaster,  in  whatever  trade  he  may  be,  with  regard  to  doubling  Cape 
Horn.  I  should  prefer  running  down  between  the  parallels  of  58°  and  60°,  rather  than  contend  with 
adverse  winds,  heavy  sea,  and  strong  easterly  currents,  between  58°  and  the  cape.  I  experienced  smooth 
sea,  good  weather,  and  easterly  winds,  while  other  ships  2°  or  3°  N.  of  me  were  fighting  westerly  gales, 
and  had  a  much  stronger  easterly  set," 
74 


586  THE  WIND  AND  CUBKENT  CHARTS. 

Ship  Wild  Banger  (J.  Henry  Sears),  Boston  to  San  Francisco,  60  days  out. 

Aug.  20,  1853.  Lat.  51°  00'  S. ;  long.  62°  00'  W.  Barometer,  29.50 ;  temperature  of  air,  36° ;  of 
water,  36°.     Winds  :  S.  W.,  W.  S.  W.,  "W.  S.  W.     Moderate  breezes  and  pleasant. 

Aug.  21.  Lat.  51°  40'  S. ;  long.  63°  10'  W.  Barometer,  29.95;  temperature  of  air,  81°  ;  water,  32°. 
Wind:  S.  S.  W.  throughout.  First  part,  light  winds;  at  4  P.  M.  made  Cape  Percival  (Falkland  Islands); 
at  8  P.  M.  violent  squall  from  S.  S.  E.;  ends  moderate. 

Aug.  22.  Lat.  54°  25'  S.;  long.  63°  50'  W.  Barometer,  29.60;  temperature  of  air,  34°;  of  water, 
35°.     Winds :  W.  S.  W.,  S.  W.,  S.  W.     Strong  breezes  and  squally ;  snow  and  hail. 

Aug.  23.  Lat.  55°  00'  S. ;  long.  64°  00'  W.  Northerly  current.  Barometer,  29.30 ;  temperature  of 
air,  82° ;  of  water,  34°.  Wind  :  S.  W.  throughout.  At  1  P.  M.  made  east  end  of  Staten  Land,  bearing  S. 
\  W. ;  strong  gales  and  heavy  snow  squalls. 

Aug.  24.  Lat.  56°  00'  S. ;  long.  64°  20'  W.  Current,  N.  E.,  1  J-  knots  per  hour.  Barometer,  28.40 ; 
temperature  of  air,  29°;  of  water,  31°.  Winds :  W.  N.  W.,  S.  W.,  S.  W.  At  6  P.  M.  Staten  Land  bore 
W.  N.  W.  25  miles ;  strong  gales  from  S.  W. 

Aug.  25.  Lat.  55°  23'  S. ;  long.  63°  80'  W.  Current,  east,  2  knots  per  hour.  Barometer,  28.80; 
temperature  of  air,  28°;  of  water,  30°.  Winds:  S.  W.,  S.  W.,  S. S.  W.  Strong  gales  and  heavy  snow 
squalls ;  ends  more  moderate. 

Aug.  26.  Lat.  56°  08'  S. ;  long.  62°  40'  W.  Current,  east,  3  knots  per  hour.  Barometer,  28.10 ; 
temperature  of  air,  27°  ;  of  water,  27°.  Winds:  S.  by  W.,  N.  W.,  W.  S.  W.  Commences  moderate  breezes 
and  cloudy ;  midnight,  fresh  breezes,  squally  weather ;  ends  a  heavy  gale. 

Aug.  27.  Lat.  56°  20'  S. ;  long.  63°  00'  W.  Current,  same.  Barometer,  28.30 ;  temperature  of  air, 
30° ;  of  water,  32°.     Winds :  W.  S.  W.,  S.  W.,  W.  S.  W.     Commences  heavy  gales  ;  ends  more  moderate. 

Aug.-28.  Lat.  56°  28'  S.;  long.  64°  00'  W.  Current,  east,  1^  knots  per  hour.  Barometer,  28.60; 
temperature  of  air,  36°;  of  water,  34°.  Winds:  calm,  S.  W.,  N.  W.  First  and  middle  parts,  light  and 
calm;  ends  moderate,  cloudy,  with  rain. 

Aug.  29.  Lat.  56°  53'  S. ;  long.  67°  48'  W.  Current,  east,  1  knot  per  hour.  Barometer,  28.85; 
temperature  of  air,  38°;  of  water,  36°.  Winds:  W.,  calm,  N.  W.  First  and  middle,  light  airs  and  calm; 
ends  fresh  breezes,  thick  and  rainy. 

Aug.  30.  Lat.  57°  30'  S.;  long.  70°  22'  W.  Current,  east,  1  knot  per  hour.  Barometer,  28.80;  tem- 
perature of  air,  41°;  of  water,  89°.     Winds  :  W.  N.  W.,  W.  N.  W.,  W.  N.  W.     Strong  breezes  and  rainy. 

Aug.  31.  Lat.  58°  23'  S.;  long.  72°  17'  W.  Current,  east,  1  knot  per  hour.  Barometer,  28.80 ;  tem- 
perature of  air,  36° ;  of  water,  37°.     Winds :  W.  K.  W.,  W.,  W.     Strong  gales,  and  squally ;  snow. 

Sept.  1.  Lat.  51°  17'  S.;  long.  73°  20'  W.  Current,  east,  1  knot  per  hour.  Barometer,  28.75;  tem- 
perature of  air,  34°  ;  of  water,  36°.     Winds:  W.  N.  W.,  K  W.,  N.  W.     Fresh  breezes  and  squally. 

Sept.  2.  Lat.  56°  55'  S.;  long.  73°  40'  W.  Current,  east,  28  miles.  Barometer,  28.80;  temperature 
of  air,  36° ;  of  water,  86°.     Winds :  W.,  W.  N.  W.,  W.  N.  W.     Strong  breezes  and  squally. 


CAPE   HOEN  TRACKS.  ^7 

Sept.  3.  Lat.  54°  38'  S. ;  long.  76°  20'  W.  Current,  east,  29  miles.  Barometer,  29.40 ;  \emperature 
of  air,  35°  ;  of  water,  34°.     Winds  :  "W.  S.  W.,  S.  W.,  "W.    Strong  breezes,  and  heavy  snow  squalls. 

Sept.  4.  Lat.  53°  41'  S.;  long.  77°  14'  W.  Barometer,  29.50 ;  temperature  of  air,  36° ;  of  water,  35°. 
"Winds:  W.  S.  W.,  S.  W.,  W.  N.  W,    Strong  breezes  and  squally, 

Sept.  5.  Lat.  52°  15' S. ;  long.  77°  42' W.  Current,  south,  12  miles.  Barometer,  29.80;  temperature 
of  air,  39°;  of  water,  37°.  Winds  :  W.  N.  W.,  W.  S.  W.,  W.  Fresh  breezes  and  squalls  of  hail  and  rain: 
hope  I  *ara  'most  clear  of  bad  weather  and  worse  winds. 

Sept.  6.  Lat.  49°  21' S.;  long.  80°  55' W.  Current,  south,  12  miles.  Barometer,  29.95;  tempera- 
ture of  air,  43°;  of  water,  40°.  Wiuds :  W.  S.  W.,  S.  W.,  S.  Fresh  breezes,  with  squalls  of  hail  and  rain ; 
latter  part,  wind  hauling  to  south ;  first  fair  wind  for  a  month. 

"  San  Francisco,  October  25,  1853. 

"  I  followed  your  track  to  the  equator  for  July,  and  had  a  passage  of  28  days  to  the  equator ;  crossed 
in  32°  30',  just  clear  of  Eocas,  and  then  had  a  very  hard  chance  to  Cape  Horn.  I  highly  approve  of 
your  ti'ack  from  Boston  to  the  equator,  and  have  no  doubt  but  that  I  gained  by  following  your  instruc- 
tions. 

"  I  found  very  little  current  near  St.  Roque.  I  intended  to  have  gone  through  the  Straits  of  Le  Maire, 
but  the  wind  being  S.  W.,  I  could  not  get  far  enough  to  westward,  and  thought  it  better  to  pass  east  end  of 
Staten  Land.  With  regard  to  a  passage  around  Cape  Horn,  I  would  say  I  have  seen  worse  weather 
between  Boston  and  Liverpool,  in  September,  than  I  have  seen  yet  in  this  passage.  North  of  equator,  I 
had  a  long  spell  of  calm  weather  which  prolonged  my  passage ;  but  find,  on  arrival,  that  I  was  in  company 
with  four  other  clipper  ships,  and  all  arrived  here  same  day." 

Barque  Mermaid  (George  Sniith),  Pernambuco  to  San  Francisco,  from  Cape  St.  Roque,  31  days. 

Aug.  20,  1851.  Lat.  50°  30' S. ;  long.  65°  35'  W.  Winds  :  K  W.,  N.  N.  W.,  and  K  N.  E.  Fresh 
breezes. 

Aug.  21.  Lat.  54°  31'  S.;  long.  65°  16'  W.  Winds:  W.  N.  W.,  W.,  and  W.  S.  W.  Fresh  gales. 
At  meridian.  Cape  St.  Diego  bore  S.  E.,  distant  10  miles. 

Aug.  22.  Lat.  56°  14'  S.;  long.  64°  16'  W.  Winds:  W.  S.  W.,  S.  W.  by  W.,  W.  S.  W.  At  1 
P.  M.  entered  the  Straits  of  Le  Maire,  and  was  set  to  the  southward  by  a  tide  at  the  rate  of  6  miles  per 
hour.  At  5  P.  M.  Cape  Good  Success  bore  N.  W.,  distant  25  miles.  After  getting  through  the  straits, 
experienced  a  heavy  irregular  sea  from  the  S.  W.,  which  lasted  until  midnight ;  latter  part,  squally. 

Aug.  23.  Lat.  57°  05'  S.;  long.  65°  12'  W.  Winds:  W.  S.  W.,  S.  W.,  and  S.  by  W.  Squally 
weather. 

Aug.  24.  Lat.  56°  45'  S.;  long.  67°  35'  W.  Winds:  N.  W.,  S.  S.  W.,  K  Unsteady  wind;  ship 
under  all  sail. 


588  THE  WIND  AND  CUKHENT  CHARTS. 

Aug.  25.  Lat.  57°  30'  S. ;  long.  70°  45'  W.  Winds :  N.  N.  E.,  K  W.,  and  W.  Temperature  of  air, 
43°;  of  water,  41°.     Strong  winds;  made  Diego  Island. 

Aug.  26.  Lat.  57°  20'  S. ;  long.  70°  W.  Temperature  of  air,  40° ;  of  water,  41°.  Winds :  W.  N.  W., 
N.  W.,  and  N.  W.     Heavy  gales ;  hove  to. 

Aug.  27.  Lat.  57°  40'  S.;  long.  71°  10' W.  Temperature  of  air,  89°;  of  water,  41°.  Winds: 
N.  N.  W.,  W.,  and  W.     Strong  gales;  under  close  reefs. 

Aug.  28.  Lat.  56°  48'  S.;  long.  72°  50'  W.  Temperature  of  air,  38°;  of  water,  41°.  Winds:  W. 
S.  W.,  S.,  and  S.     First  part,  strong  gales ;  middle  and  latter  part,  moderate. 

Aug.  29.  Lat.  55°  19'  S.;  long.  78°  00'  W.  Temperature  of  air,  38°;  of  water,  41°.  Winds:  S., 
S.  S.  W.,  and  S.  W.    Fresh  wind. 

Aug.  30.  Lat.  53°  12'  S. ;  long.  79°  00'  W.  Temperature  of  air,  39°  ;  of  water,  42°.  Winds :  S.  W., 
W.,  and  W.  N.  W.    First  part,  moderate ;  middle  and  latter  parts,  squally. 

Aug.  31.  Lat.  51°  45'  S. ;  long.  78°  45'  W.  Temperature  of  air,  41°  ;  of  water,  43°.  Winds :  W. 
N.  W.,  N.  W.,  and  W.  K  W.    Fresh  gales,  and  squally. 

Sept.  1.  Lat.  51°  10'  S. ;  long.  78°  18'  W.  Temperature  of  air,  43° ;  of  water,  43°.  Winds :  K.  W., 
W.  K.  W.,  and  N.  E.    Fresh  winds. 

Sept.  2.  Lat.  49°  42'  S. ;  long.  80°  10'  W.  Temperature  of  air,  44°  ;  of  water,  44°.  Winds :  N.  E., 
N.  W.,  and  E.     First  and  latter  parts,  moderate ;  middle  part,  squally. 

Ship  Queen  of  Clippers  (John  Zerega),  New  York  to  San  Francisco,  61  days  out. 

Aug.  80.  Lat.  49°  53'  S. ;  long.  64°  57'  W.  Barometer,  29.30 ;  temperature  of  air,  47°  ;  of  water, 
43° ;  water,  at  12  feet  2  inches  below  surface,  43°.  Winds :  K  W.  by  W.,  W.  N".  W.,  W.  by  S.  First, 
moderate ;  second  and  third,  fresh  and  squally. 

Aug.  31.  Lat.  54°05'S.;  long.  65°  00' W.  Barometer,  29;  temperature  of  air,  39°;  surface  of 
water,  43° ;  below  siirface,  12  feet  2  inches,  48°.  First,  moderate  and  squally ;  second,  fresh ;  third, 
blowing  hard  in  squalls. 

Sept.  1.  Lat.  54°  52'  S.;  long.  65°  02'  W.  Barometer,  29;  temperature  of  air,  42°;  of  water,  at 
surface,  41°;  below,  41°.  Winds:  W.  by  N.,  W.  N.  W.,  N.  First  and  second,  strong  gales;  third  part, 
light  winds. 

Sept.  2.  Lat.  56°  08'  S.;  long.  65°  27'  W.  Barometer,  28.70 ;  temperature  of  air,  36° ;  of  water,  at 
surface,  40°  ;  below,  40°.  Winds:  W.  K  W.,  S.  S.  W.,  W.  by  S.  First,  light  winds  and  strong  tide  rips; 
second,  calm;  third,  heavy  gales  and  squalls  of  hail. 

"  I  see  in  your  book  of  Directions  that  some  of  the  captains  state  that  they  do  not  consider  the  barometer 
as  a  guide  in  high  southern  latitudes;  but  I  differ  from  them.  Although  I  may  not  have  had  as  much 
experience  as  some  of  them — having  been  thirteen  years  at  sea,  of  which  time  I  have  been  captain  six 
years— I  think  if  the  glass  falls  three  or  four-tenths  in  a  few  hours,  it  will  be  succeeded  by  a  gale  and  very 
heavy  gust,  which  will  last  several  hours— although  the  simple  fact  that  the  barometer  falls,  does  not,  as  a 


CAPS  HORN  TBACKS.,  58^ 

natural  consequence,  predict  wind;  it  only  shows  that  there  is  a  commotion  in  the  atmosphere  in  your  vici- 
nity, which  may  be  succeeded  by  wind  or  rain,  but  I  think  more  likely  by  the  former." 

Sept.  3.  Lat.  56°  30'  S. ;  long.  66°  50'  W.  Barometer,  29  ;  temperature  of  air,  34° ;  surface  of  water, 
40°;  below,  40°.     Winds :  W.  by  S.,  "VV.  by  E.,  S.  S.  W.    Strong  gales  and  snow  squalls. 

Sept.  4.  Lat,  57°  28'  S. ;  long.  66°  50'  W.  Barometer,  29.3  ;  temperature  of  air,  36° ;  of  water,  40° ; 
below  surface,  40°.    Winds :  "  not  put  down."     Squally  and  misty  weather. 

Sept.  5.  Lat.  58°  37'  S. ;  long.  68°  15'  W.  Barometer,  29.00 ;  temperature  of  air,  35° ;  of  water,  40° ; 
below  surface,  40°.    Current,  E.,  1 J  knots.    Winds :  W.  J  S.,  W.,  W.  by  N.    Heavy  gales  and  squalls. 

Sept.  6.  Lat.  58°  00'  S. ;  long.  69°  40'  W.  Barometer,  29.03  ;  temperature  of  air,  31°  ;  of  water,  40° ; 
below  surface,  40°.  Current,  E.,  1\  knots.  Winds:  W.,  S.,  S.  by  W.  First,  gales;  second,  gales  and  snow 
squalls;  third,  blowing  very  hard. 

Sept.  7.  Lat.  56°  09'  S. ;  long.  73°  33'  W.  Barometer,  30.18 ;  temperature  of  air,  33°  ;  of  water,  40° ; 
below  surface,  40°.    Current,  N.  E.,  1  knot.    First  part,  gales;  second,  more  moderate;  third,  fine  weather. 

Sept.  8.  Lat.  54°  29'  S. ;  long.  76°  00'  W.  Barometer,  30.03;  temperature  of  air,  32° ;  of  water,  40° ; 
below  surface,  40°.  Winds:  S.  by  W.,  S.  W.  by  S.,  S.  E.  First  and  second,  moderate,  with  rain  squalls; 
latter,  light  airs  and  calm. 

Sept.  9.  Lat.  53°  30'  S.;  long.  80°  13'  W.  Barometer,  29.05 ;  temperature  of  air,  36°  ;  of  water,  40° ; 
below  surface,  40°.    Winds :  E.,  E.,  N.  W.    Light  breezes  and  squally. 

Sept.  10.  Lat.  53°  05'  S.;  long.  82°  80'  W.  Barometer,  29.00 ;  temperature  of  air,  36°  ;  of  water,  40°; 
below  surface,  40°.    Winds :  N.  W.  by  N.,  N.  N.  W.,  W.  by  N.     Strong  gales. 

Sept.  11.  Lat.  50°  24'  S.;  long.  82°  00'  AY.  Barometer,  29.40;  temperature  of  air,  40°;  of  water, 
42°;  below  surface,  42°.  Winds:  N.  W.  by  K,  S.  W.,  W.  First  part,  strong  gales  and  misty;  second, 
moderate ;  third,  moderate  and  squally. 

Slu'p  John  Bertram  (F.  Lendholm),  Boston  to  San  Francisco,  58  days  out. 

Aug.  28,  1853.  Lat.  49°  27'  S.;  long.  65°  17'  W.  Barometer,  29.70;  temperature  of  air,  49°;  of 
water,  43°.  Winds ;  W.  by  S.,  S.  W.  by  W.,  N.  W.  by  W.  First  and  middle  parts,  light  breezes.  Sounded 
in  60  fathoms.    Ends  fine  breezes  and  pleasant. 

Aug.  29.  Lat.  51°  55'  S.;  long.  66°  30'  W.  Barometer,  29.46;  temperature  of  air,  46°;  of  water, 
41°.    Winds:  W.  N.  W.,  W.  N.  W.,  N.  W.    First  and  middle  parts,  light  breezes ;  latter  part,  faint  airs. 

Aug.  30.  Lat.  54°  03'  S.;  long.  65°  32'  W.  Barometer,  29.07;  temperature  of  air,  46°;  of  water, 
41°.     Winds :  variable,  variable,  K  W.    Commences  light  variable  airs.    Ends  fine  breeze. 

Aug.  31.  Lat.  56°  45'  S. ;  long.  66°  57'  W.  Barometer,  29.00 ;  temperature  of  air,  43° ;  of  water,  41°. 
Winds :  N.  W.,  N.  W.  by  N.,  W.  by  S.  Commences  with  fine  breezes  and  pleasant.  At  2  P.  M.  Cape  St. 
Diego  bore,  by  compass,  S.  E.  At  3  hours  30  min.  P.  M.  passed  it  and  entered  Straits  of  Le  Maire.  Be- 
calmed two  hours.  A  strong  northerly  current.  At  7  P.  M.  clear  of  the  straits.  Middle,  unsteady  winds 
with  snow.    At  6  hours  30  min.  A.  M.  Cape  Horn  bore  W.  \  S.    Ends  strong  gales. 


590  THE  WIND  AND  CURRKNT  CHARTS. 

Sept.  1.  Lat.  57°  06'  S. ;  long.  69°  01'  W.  Barometer,  28.82 ;  temperature  of  air,  44° ;  of  water,  42°. 
Winds :  W.,  "W.  S.  W.,  "W.  by  S.  First  part,  moderate  breezes  with  frequent  snow  squalls ;  middle,  dark 
gloomy  weather  ;  ends  with  unsteady  winds  and  snow  squalls. 

Sept.  2.  Lat.  57°  27'  S. ;  long.  69°  45'  W.  Barometer,  28.70 ;  temperature  of  air,  37°  ;  of  water,  39°. 
Winds :  W.  by  S.,  W.  S.  W.,  W.  by  N.     Moderate  breezes  with  snow  squalls,  and  a  high  sea. 

Sept.  3.  Lat.  56°  02'  S, ;  long.  72°  00'  W.  Current,  E.  N.  E.',  26  miles.  Barometer,  28.97 ;  temperature 
of  air,  37°;  of  water,  40°.  Winds:  variable,  S.,  W.S.  W.  First,  light  baffling  winds;  middle  and  latter, 
fresh  breezes  with  snow  squalls. 

Sept.  4.  Lat.  57°  21'  S.;  long.  73°  13'  W.  Barometer,  29.28 ;  temperature  of  air,  40°;  of  water,  40°. 
Winds :  W.  S.  W.,  W.  S.  W.,  W.  by  N. ;  strong  gales  with  a  heavy  sea. 

Sept.  5.  Lat.  58°  17'  S. ;  long..  74°  01'  W.  Barometer,  29.07  ;  temperature  of  air,  38° ;  of  water,  39°. 
Winds :  W.  S.  W.,  W.,  W.  N.  W. ;  heavy  gales  and  a  heavy  sea. 

Sept.  6.  Lat.  57°  24'  S.;  long.  74°  28'  W.  Current  (two  days),  E.,  29  miles.  Barometer,  29.00; 
temperature  of  air,  25°;  of  water,  39°.  Winds:  W.,  W. S.W.,  S. S.  W. ;  strong  gales  and  heavy  sea; 
long  and  heavy  squalls. 

Sept.  7.  Lat.  56°  10'  S.;  long.  77°  28'  W.  Barometer,  30.23  ;  temperature  of  air,  39°;  of  water,  40°. 
Winds :  S.  S.  W.,  S.  S.  W.,  S.  W.  by  S.  First  part,  strong  gales  and  stronger  squalls ;  middle,  strong  breezes 
and  squally ;  ends,  moderate  breezes  and  cloudy. 

Sept.  8.  Lat.  54°  56'  S. ;  long.  79°  11'  W.  Barometer,  30.48  ;  temperature  of  air,  36° ;  of  water,  40°. 
Winds :  S.  W.  by  W.,  S.  S.  W.  to  W.  by  S. ;  calm.  First  part,  light  breezes  and  light  squally  weather  ; 
middle,  baffling:  ends,  calm  and  foggy. 

Sept.  9.  Lat.  53°  34'  S. ;  long.  83°  00'  W.  Barometer,  29.96 ;  temperature  of  air,  38° ;  of  water,  40°. 
Winds :  calm,  N,  E.,  N.  W.  by  N.     Commences,  calm  and  foggy ;  middle  and  latter  parts,  fine  breezes. 

Sept.  10.  Lat.  53°  11'  S. ;  long.  85°  28'  W.  Barometer,  29.08 ;  temperature  of  air,  40° ;  of  water,  41°. 
Winds:  N.  W.  by  N.,  W.  by  S.,  W.;  strong  breezes  and  strong  gales,  and  cloudy  squally  weather. 

Sept.  11.  Lat.  50°  26'  S. ;  long.  85°  48'  W.  Barometer,  29.46  ;  temperature  of  air,  40°  ;  of  water,  41°. 
Winds :  W.  N.  W.,  S.  W.,  S.  W.  by  W.  Commences,  strong  breezes  and  squally,  with  rain ;  9  P.  M.  wind 
hauled  to  S.  W. ;  middle  and  latter  parts,  strong  breezes  and  squally,  with  a  heavy  cross  sea. 

Ship  Eagle  (John  S.  Farron),  New  York  to  San  Francisco,  62  days  out. 

Sept.  10,  1851.  Lat.  48°  38'  S.;  long.  49°  35'  W.  Current,  N.  66°  E.,  20  miles.  Barometer,  29.28; 
temperature  of  air,  42°  ;  of  water,  46°.  Winds :  S.  W.  by  S.,  S.  W.  by  W.,  S.  W.  by  W.  First  and  second 
parts,  fresh ;  latter,  hard  gales  and  cloudy. 

Sept.  11.  Lat.  50°  31'  S.;  long.  51°  10'  W.  Current,  K  80°  E.,  22  -miles.  Barometer,  28.93; 
temperature  of  air,  42°  ;  of  water,  38°.  Winds :  W.  by  S.,  W.  by  N.,  W.  N.  W. ;  strong  gales,  cloudy  and 
rain. 


CAPE   HORN  TRACKS.  591 

Sept.  12.  Lat.  51°  20'  S. ;  long.  51°  06'  W.  Current,  E.,  20  miles.  Barometer,  29.20 ;  temperature 
of  air,  40°;  of  water,  38°.     "Winds:  "W.  by  N.,  W.,  "W. ;  heavy  gales,  hail  and  lightning. 

Sept.  13.  Lat.  52°  20'  S.:  long.  51°  41'  "W.  Current,  S.  81°  E.,  24  miles.  Barometer,  29.38;  tem- 
perature of  air,  41°;  of  water,  37°.  Winds:  W. S. "VY.,  S.  W.,  W.  by  N.  First  part,  strong  gale;  second 
and  third  parts,  moderate. 

Sept.  14.  Lat.  54°  01'  S.;  long.  54°  46'  W.  Current,  S.  83°  E.,  26  miles.  Barometer,  29.09;  tem- 
perature of  air,  41° ;  of  water,  39°.     Winds :  W.  by  N.,  W.  N.  W.,  W.  by  N. ;  moderate,  cloudy  and  hazy, 

Sept.  15.  Lat.  55°  05'  S. ;  long.  59°  42'  W.  Current,  S.  80°  E.,  20  miles.  Barometer,  29.08 ;  tem- 
perature of  air,  34°;  of  water,  89°.     Winds :  E.  S.  E.,  E.,  S. ;  moderate  breezes,  with  sleet  of  snow. 

Sept.  16.  Lat.  58°  00'  S. ;  long.  60°  53'  W.  Current,  S.  86°  E.,  25  miles.  Barometer,  29.64  ;  tem- 
perature of  air,  32° ;  of  water,  39°.  Winds :  S.  W.  by  S.,  S.  W.  by  S.,  S.  S.  W.  Heavy  squalls  of  sleet  and 
snow ;  latter,  passing  clouds. 

Sept.  17.  Lat.  55°  07'  S.;  long.  62°  56'  W.  Current,  E.,  32  miles.  Barometer,  29.85 ;  temperature 
of  air,  43° ;  of  water,  39°.    Winds :  S.,  S.  W.,  W.  N.  W.    Moderate  and  cloudy. 

Sept.  18.  Lat.  56°  58'  S. ;  long.  67°  23'  W.  Current,  S.,  25  miles.  Barometer,  29.28  ;  temperature 
of  air,  43°;  of  water,  40°.  Winds:  KK  W.,  W.  K  W.,  W.  K  W.  First,  moderate;  second,  variable; 
third,  fresh  gales,  and  cloudy. 

Sept.  19.  Lat.  58°  21'  S. ;  long.  69°  5'  W.  Barometer,  29.62  ;  temperature  of  air,  42°  ;  of  water, 
39°.     Winds  :  W.,  W.  by  S.,  W.  by  K     Strong  breezes,  and  cloudy. 

Sept.  20.  Lat.  59°  38' S.;  long.  71°  33'  W.  Barometer,  29.48;  temperature  of  air,  39°;  of  water, 
39°.     Winds:  W.KW.,  W.KW.,  W.    Hard  squalls  and  hail ;  latter,  fair. 

Sept.  21.  Lat.  61°  07'  S. ;  long.  73°  30'  W.  Barometer,  29.45 ;  temperature  of  air,  38° ;  of  water, 
36°.     Winds :  W.,  W.  by  S.,  W.    Moderate,  and  thick  drizzling  rain. 

Sept.  22.  Lat.  61°  48'  S. ;  long.  76°  36'  W.  Barometer,  28.65  ;  temperature  of  air,  87°  ;  of  water, 
34°.     Winds :  W.  N.  W.,  N.  W.,  N.  W.  by  W.    Moderate,  cloudy,  and  rainy. 

Sept.  23.  Lat.  60°  59'  S.;  long.  76°  50'  W.  Current,  N.  82°  E.,  16  miles.  Barometer,  28.70 ;  tem- 
perature of  air,  36°  ;  of  water,  36°.  Winds:  W.  S.  W.,  E.  S.  E.,  W.  K  W.  First,  light,  with  snow ;  lat- 
ter, cloudy. 

Sept.  24.  Lat.  59°  45'  S. ;  long.  78°  50'  W.  Barometer,  28.42 ;  temperature  of  air,  87°;  of  water, 
38°.     Winds :  W.  by  N.,  N.  W.,  N.  N.  W.     Moderate  and  cloudy,  with  drizzling  rain. 

Sept.  25.  Lat.  59°  16'  S.;  long.  80°  47'  W.  Barometer,  28.30;  temperature  of  air,  39°;  of  water, 
37°.     Winds:  N.  N.  W.,  calm,  S.  S.  W.     First  and  second,  drizzling ;  third,  snow. 

'     Sept.  26.    Lat.  56°  14'  S. ;  long.  83°  1'  W.     Barometer,  29.03 ;  temperature  of  air,  32° ;  of  water,  39°. 
Winds :  S.  W.  by  W.,  S.  E.,  S.  E.  by  S.     First,  baffling,  with  snow  squalls ;  second,  snow ;  third,  cloudy. 

Sept.  27.  Lat.  52°  50'  S. ;  long.  84°  45'  W.  Barometer,  28.80  ;  temperature  of  air,  36°  ;  of  water, 
40°.     Winds :  S.  E.  throughout.     Fresh  breezes ;  dark  cloudy  weather,  with  heavy  snow  squalls. 


592  THE  WIND  AND  CURRENT  CHARTS. 

Sept.  28.  Lat.  50°  00'  S. ;  long.  85°  16'  AV.  Barometer,  29.25 ;  temperature  of  air,  40° ;  of  water, 
42°.     Winds:  S.  E.,  S.,  S.  E.     First  and  second,  baffling  and  fair ;  latter,  rain. 

Barque  Sarah  H.  Snow  (Laban  Hawes),  Boston  to  Valparaiso,  38  days  from  Cape  St.  Eoque. 

Sept.  11,  1851.  Lat.  49°  46'  S. ;  long.  65°  00'  W.  Barometer,  29.40 ;  temperature  of  air,  46° ;  of 
water,  42°.     Winds :  W.  S.  W.,  W.,  and  W.  S.  W.    Strong  breezes  and  clear  weather. 

Sept.  12.  Lat.  51°  30'  S.;  long.  64°  59'  W.  Barometer,  29.60;  temperature  of  air,  44°;  of  water 
42°.     Winds :  W.  S.  W.,  S.  W.,  and  W.  S.  W.     Fresh  breezes  and  passing  clouds. 

Sept.  13.  Lat.  54°  33'  S. ;  long.  65°  12'  W.  Barometer,  broke ;  temperature  of  air,  46° ;  of  water, 
42°.  Winds:  W.  N.  W.,  N.  W.,  and  W.  N.  W.  Strong  gales,  with  quick  passing  clouds ;  made  Cape  St. 
Diego,  bearing  S.  E. 

Sept.  14.  Lat.  55°  45' S. ;  long.  65°  39' W.  Temperature  of  air,  40°;  of  water,  42°.  Winds: 
W.N.  W.,  calm,  and  S.E.     Weather  variable  ;  passed  through  the  Straits  of  Le  Maire. 

Sept.  15.  Lat.  56°  37'  S. ;  long.  64°  56'  W.  Temperature  of  air,  37°  ;  of  water,  42°.  Winds :  S.  E., 
S.  by  E.,  and  S.  W.  by  S.     Hard  gales,  with  snow. 

Sept.  16.  Lat.  56°45'S.;  long.  65°  00'  W.  Temperature  of  air,  35°;  of  water,  42°.  Winds: 
S.  S.  W.,  S.  S.  W.,  and  variable.     First  and  middle  parts,  blowing  hard,  with  snow ;  ends  fair. 

Sept.  17.  Lat.  67°  20'  S. ;  long.  65°  50'  W.  Temperature  of  air,  42°  ;  of  water,  41°.  Winds :  vari- 
able, variable,  and  W.  N.  W.    Moderate  breezes  and  squally ;  latter  part,  fresh  and  squally. 

Sept.  18.  Lat.  57°  46'  S.;  long.  69°  33' W.  Temperature  of  air,  42°;  of  water,  40°.  Wind: 
W.  ISr.  W.     Fresh  breezes  and  hard  gales,  with  rain. 

Sept.  19.  Lat.  58°  50'  S.;  long.  70°  50'  W.  Temperature  of  air,  42°  ;  of  water,  40°.  Winds :  W., 
W.  S.  W.,  and  W.     Blowing  hard,  with  squalls  and  high  sea. 

Sept.  20.  Lat.  59°  50'  S.;  long.  71°  47'  W.  Temperature  of  air,  39°;  of  water,  40°.  Wind :  W. 
Hard  gales,  with  squalls,  and  rain,  and  snow. 

Sept.  21.  Lat.  59°  50'  S.;  long.  72°  00'  W.  Temperature  of  air,  40°;  of  water,  40°.  Wind:  W. 
Dull,  rainy  weather ;  blowing  hard. 

Sept.  22.  Lat.  60°  27'  S.;  long.  72°  58'  W.  Current,  E.  24  miles.  Temperature  of  air,  39°;  of 
water,  37°.     Wind:  W.  N.  W.     Blowing  hard,  cloudy  and  rainy. 

Sept.  23.  Lat.  60°  26'  S. ;  long.  73°  00'  W.  Temperature  of  air,  40°  ;  of  water,  37°.  Winds :  W. 
Strong  gales,  with  rain  and  heavy  sea. 

Sept.  24.  Lat.  59°  50'  S.;  long.  74°  00'  W.  Temperature  of  air,  38°;  of  water,  38°.  Winds:  W., 
W.,  and  S.  W.    Fresh  breezes,  and  light  squalls  of  rain  and  snow. 

Sept.  25.  Lat.  59°  41'  S. ;  long.  76°  30'  W.  Temperature  of  air,  40° ;  of 'water,  39°.  Winds :  N.  W., 
N.  W.  by  W.,  and  variable.     Strong  breezes  and  squally,  with  snow  and  rain. 

Sept.  26.  Lat.  57°  31'  S. ;  long.  77°  35'  W.  Temperature  of  air,  38°;  of  water,  40°.  Winds:  S. 
W.,  S.  W.,  and  S.  S.  W.     Fresh  winds,  with  hail  and  snow  squalls. 


CAPE  HORN  TRACKS.  598 

Sept.  27.  Lat.  55°  02'  S.;  long.  79°  41'  W.  Temperature  of  air,  39°;  of  water,  40°.  Winds:  S., 
S.  S.  E.,  and  S.  E.  by  E.     Strong  breeze,  with  dark  clouds ;  hail  and  snow. 

Sept.  28.  Lat.  52°  00'  S.;  long.  81°  25'  W.  Temperature  of  air,  38°;  of  water,  42°.  Winds:  S. 
E.,  S.,  and  S.  S.  W.     Fresh  winds  and  squally,  with  rain  and  snow. 

Sept.  29.  Lat.  50°  10'  S.;  long.  81°  45'  W.  Temperature  of  air,  42°;  of  water,  42°.  Winds:  S. 
W.,  S.  W.  by  W.,  and  N.  N.  E.     First  part,  snow  and  hail  squalls ;  latter  part,  fresh  gale  and  rain. 

Ship  Raven  (W.  H.  Henry),  New  York  to  San  Francisco,  19  days  from  Cape  St.  Roque. 

Sept.  23.  Lat.  50°  51'  S. ;  long.  65°  20'  W.  Current,  E.,  20  miles.  Barometer,  29.70 ;  temperature 
of  air,  40°  ;  of  water,  40°.     Winds :  W.  S.  W.,  calm,  E.  S.  E.;  light  airs  and  calm. 

Sept.  24.  Lat.  51°  46'  S. ;  long.  64°  31'  W.  Current,  N.E.  J  E.,  23  miles.  Barometer,  29.80  ;  tem- 
perature of  air,  38° ;  of  water,  40°.     Winds:  S.  E.,  S.,  and  S.  S.  E.    Moderate  breeze  and  squally. 

Sept.  25.  Lat.  52°  53'  S. ;  long.  66°  10'  W.  Current,  N.,  14  miles.  Barometer,  29.80 ;  temperature 
of  air,  36°  ;  of  water,  40°.     Winds:  S.  E.,  baffling,  E.  S.  E.,  light  and  variable. 

Sept.  26.  Lat.  54°  26'  S. ;  long.  65°  10'  W.  Current,  E.,  24  miles.  Barometer,  29.60 ;  temperature 
of  air,  38° ;  of  water,  40°.  Winds :  N.  N.  E.,  light  and  variable ;  made  the  land  of  Terra  del  Fuego ;  at 
noon,  Cape  St.  Diego  bore  S.  by  E.,  12  miles. 

Sept.  27.  Lat.  55°  58'  S. ;  long.  69°  05'  W.  Current,  E.,  24  miles.  Barometer,  29.50 ;  temperature 
of  air,  42° ;  of  water,  42°.  Wind :  N.  W.  Moderate  and  cloudy ;  passed  through  the  Straits  of  Le  Maire, 
and  cleared  them  at  6  A.  M. ;  at  5  A.  M.,  Cape  Horn  bore  N.  N.  W.,  2  miles. 

Sept.  28.  Lat.  56°  14'  S.;  long.  71°  05'  W.  Current,  none.  Barometer,  29.50.  Winds:  calm  and 
W.  N.  W.,  light  and  calm. 

Sept.  29.  Lat.  55°  45'  S. ;  long.  73°  00'  W.  Current,  E.,  36  miles.  Barometer,  29.70 ;  temperature 
of  air,  40° ;  of  water,  40°.     Winds :  W.,  S.  S.  W.,  and  W.  S.  W.     Fresh  breezes  and  squally,  with  rain. 

Sept.  30.  Lat.  55°  38'  S.;  long.  74°  35'  W.  Barometer,  29.70;  .temperature  of  air,  40°;  of  water, 
40°.     Wind:  W.     Fresh  gales  and  thick  cloudy  weather;  double  reefs. 

Oct.  1.  Lat.  56°  03'  S.;  long.  75°  24'  W.  Barometer,  29.20  ;  temperature  of  air,  40°  ;  of  water,  40°. 
Wind :  W.  N.  W.    Heavy  gales  and  violent  squalls,  with  rain. 

Oct.  2.  Lat.  55°  57'  S. ;  long.  74°  85' W.  Current,  in  three  days,  E.,  88  miles.  Barometer,  29.40; 
temperature  of  air,  41°;  of  water,  41°.  Winds:  W.  N.  W.,  W.  S.  W.,  and  S.  W.  Hard  gales  and 
squalls. 

Oct.  3.  Lat.  55°  32'  S.;  long.  74°  35'  W.  Current,  E,,  30  miles.  Barometer,  29.40  ;  temperature  of 
air,  40° ;  of  water,  41°.    Winds :  W.,  and  W.  N.  W.  :  Strpng  gales  and  hard  squalls ;  turbulent  sea. 

Oct.  4.  Lat.  55°  36'  S.;  long.  74°  45'  W.  Barometer,  28.70 ;  temperature  of  air,  41° ;  of  water,  41°. 
Winds :  W.,  and  W.N.  W.     Strong  gales  and  violent  squalls,  with  rain. 

Oct.  5.    Lat.  55°  26'  S.;  long.  75°  45'  W.    Barometer,  28.50;  temperature  of  air  and  water,  41°. 
Winds :  W.  N.  W,  W.,  W.  S.  W.     Heavy  gales. 
75 


594  THE  WIND  AND  CURRENT  CHARTS. 

Oct.  6.  Lat.  53°  47'  S. ;  long.  75°  20'  W.  Barometer,  29.70 ;  temperature  of  air,  46°  ;  of  water,  45°. 
Wind:  W.     Light  winds  and  passing  squalls,  with  rain. 

Oct.  7.  Lat.  54°  03'  S. ;  long.  78°  21'  W.  Current,  E.,  12  miles.  Barometer,  29.60 ;  temperature 
of  air,  46° ;  of  water,  46°.  Winds :  N.  W.,  N.  N.  W.,  and  N.  W.  First  part,  light ;  latter  part,  fresh 
breezes. 

Oct.  8.  Lat.  54°  25'  S. ;  long.  80°  18'  W.  Barometer,  29.70 ;  temperature  of  air,  43° ;  of  water,  42°. 
Wind:  N.  W.     Strong  gales,  and  thick  rainy  weather. 

Oct.  9.  Lat.  54°  04'  S.;  long.  83°  25'  W.  Barometer,  29.50 ;  temperature  of  air,  43° ;  of  water,  43°. 
Winds :  W.,  N.  W.,  and  N.  N.  W.     Strong  breezes,  and  thick  rainy  weather. 

Oct.  10.  Lat.  53°  10'  S. ;  long.  82°  40'  W.  Current,  E.,  12  miles.  Barometer,  29.50 ;  temperature 
of  air,  42°  ;  of  water,  43°.     Winds :  W.,  calm,  and  N.  W.    Variable  breezes,  and  thick  weather. 

Oct.  11.  Lat.  50°  55'  S.;  long.  79°  10'  W.  Current,  E.,  18  miles.  Barometer,  29.70;  temperature 
of  air,  42°;  of  water,  42°.     Wind:N.  W.     Moderate  breeze,  and  cloudy. 

Oct.  12.  Lat.  50°  02'  S. ;  long.  80°  18'  W.  Barometer,  29.70 ;  temperature  of  air,  44° ;  of  water,  45°. 
Winds :  W.  N.  W.,  N.  N.  W.,  and  N.  N.  W.     Variable  breezes,  and  thick  weather. 

Ship  Samuel  Eussell  (Joseph  Limeburner),  from  New  York  to  San  Francisco,  26  days  from  Cape  St. 
Eoque. 

Oct.  8, 1852;  Lat.  51°  18'  S. ;  long.  64°  00'  W.  Barometer,  30.30 ;  temperature  of  air,  54°.  Winds: 
E.  N.  E.,  N.,  and  N.  N.  W.    Fresh  breezes  and  calms;  thick  and  foggy. 

Oct.  9.  Lat.  55°  46'  S.;  long.  65°  03'  W.  Barometer,  30.29 ;  temperature  of  air,  52°.  Winds: 
N.  W.;  S.  W.  by  W.,  and  calm.     Foggy  weather. 

Oct.  10.  Lat.  55°  00'  S.;  long.  63°  43'  W.  Barometer,  30.10 ;  temperature  of  air,  46°.  Winds :  calm, 
N.,  and  N.  W.     First  part,  light  breeze  and  thick  fog ;  latter  part,  clear. 

Oct.  11.  Lat.  56°  22'  S.;  long.  67°  50'  W.  Barometer,  30.10;  temperature  of  air,  42°.  Winds: 
W.  S.  W.,  baffling.     Strong  breezes  and  snow  squalls. 

Oct.  12.  Lat.  56°  35'  S. ;  long.  67°  50'  W.  Barometer,  30.10 ;  temperature  of  air,  42°.  Winds  : 
W.  S.  AV.,  baffling.    Light  breezes  and  thick  weather. 

Oct.  13.  Lat.  56°  49'  S.;  long.  71°  40'  W.  Barometer,  29.65 ;  temperature  of  air,  46°.  Winds: 
N.  E.,  N.,  and  N.  W.    First  part,  light ;  latter  part,  strong  breezes. 

Oct.  14,  Lat.  57°  34'  S.;  long.  73°  59'  W.  Barometer,  29.50;  temperature  of  air,  40°;  of  water, 
54°.    Winds:  N.  W.,  W.,  W.N.  W.     Strong  gales  and  rain  during  first  part ;  latter  part,  clear. 

Oct  15.  Lat.  57°  12'  S.;  long.  75°  13'  W.  Barometer,  29.90;  temperature  of  air,  40°.  Winds: 
W.  by  N.,  S.  W.,  and  W.  N.  W.     Heavy  gales,  and  squally. 

Oct.  16.  Lat.  57°  33'  S. ;  long.  77°  50'  W.  Barometer,  29.70 ;  temperature  of  air,  42°.  Winds : 
N.  W.  by  W.,  N.  W.,  and  N.  W.     Strong  gales,  and  heavy  sea. 


CAPE  HORN  TKACKS,  595 

Oct.  17.  Lat.  57°  10'  S.;  long.  79°  12'  W.  Barometer,  29.70;  temperature  of  air,  38°.  Winds: 
W.  N.  "W.,  W.,  and  "W.by  S.    Strong  breezes  and  clear. 

Oct.  18.  Lat.  54°  34'  S.;  long.  78°  12'  W.  Barometer,  29.75;  temperature  of  air,  40°,  Winds: 
W.  N.  W.,  W.,  and  W.    Heavy  gale  and  squalls. 

Oct.  19.  Lat.  52°  02'  S. ;  long.  77°  29'  W.  Barometer,  29.80 ;  temperature  of  air,  43°.  Winds: 
W.,  W.  S.  W.,  and  N.  W.  by  W.    Strong  breezes  and  thick  weather ;  heavy  head  sea. 

Oct.  20.  Lat.  52°  45'  S. ;  long.  78°  31'  W.  Barometer,  29.00;  temperature  of  air,  42°.  Winds: 
W.  S.  W.,  W.,  and  S.  by  W.     Heavy  gales  and  heavy  head  sea. 

Oct.  21.  Lat.  52°  30'  S.;  long.  78°  50'  W.  Barometer,  29.50;  temperature  of  air,  46°.  Winds: 
S.  S*W.,  W.S.  W.,  and  N.  W.    Strong  gale,  and  hail  squalls. 

Oct.  22.  Lat.  52°  37'  S. ;  long.  77°  49'  W.  Barometer,  29.10;  temperature  of  air,  40°.  Wind :  W. 
Strong  gales  and  hail  squalls. 

Oct.  23.  Lat.  50°  44'  S.;  long.  79°  18'  W.  Barometer,  29.00;  temperature  of  air,  40°.  Winds: 
W.  by  S.,  W.  S.  W.,  and  S.  W.     Strong  gales  and  rainy. 

Ship  Winged  Arrow  (F.  Bearre),  Boston  to  San  Francisco,  21  days  from  St.  Eoque. 

Sept.  25.  Lat.  50°  05'  S.;  long.  66°  41'  W.  Barometer,  29.5;  temperature  of  air,  56°;  of  water,  55°. 
Winds :  S.  E.,  calm,  variable.     Light  airs  and  calms. 

Sept.  26.  Lat.  52°  30'  S. ;  long.  67°  00'  W.  Barometer,  29.5  ;  temperature  of  air,  56° ;  of  water,  55°. 
Winds :  S.  E.  throughout.    Light  breezes  and  cloudy  weather. 

Sept.  27.  Lat.  55°  00'  S. ;  long.  64°  15'  W.  Barometer,  29.5 ;  temperature  of  air,  56°  ;  of  water,  55°. 
Winds  :  N.  E.,  N".  E.,  N.    First  and  second  parts,  moderate ;  third,  fresh  breezes. 

Sept.  28.  Lat.  56°  30'  S. ;  long.  67°  30'  W.  Barometer,  29.5 ;  temperature  of  air,  56°  ;  of  water,  55°. 
Winds :  N.,  N.,  N.W.     Moderate  and  pleasant. 

Sept.  29.  Lat.  56°  40'  S. ;  long.  69°  14'  W.  Barometer,  28.7 ;  temperature  of  air,  56°.  Winds :  W., 
S.  S.  W.,  W.  S.  W.    Fresh  gales  and  heavy  squalls. 

Sept.  30.  Lat.  57°  15'  S.;  long.  70°  15'  W.  Barometer,  28.6;  temperature  of  air,  50°.  Wind:  W., 
S.  W.,  S.  W.  by  W.,  W.  S.  W.    Fresh  gales  and  variable  weather. 

Oct.  1.  Lat.  57°  20'  S.;  long.  71°  00'  W.  Barometer,  28.8.  Winds:  W.,  W.  by  K,  W.  by  N". 
Heavy  gales. 

Oct.  2.    Lat.  57°  33' S.;  long.  70°  42' W.    Barometer,  28.8.    Winds :  W.,  W.,  S.  S.  W.    Heavy  gales. 

Oct.  3.  Lat.  57°  52' S. ;  long.  71°  51' W.  Barometer,  28.8.  Winds:  W.,  W.,  W.  by  S.  Heavy 
gales  and  rain. 

Oct.  4.  Lat.  58°  00'  S. ;  long.  71°  50'  W.  Barometer,  28.9.  Winds:  W.  by  K  throughout ;  heavy 
gales,  with  constant  rain  and  snow. 

Oct.  5.  Lat.  5.6°  12'  S. ;  long.  71°  36'  W.  Barometer,  29.0.  Winds :  W.  by  S.,  W.  by  S.,  W. ;  fresh 
gales ;  third  part,  more  moderate. 


59&  THE  WIND  AND  CURKENT  CHARTS. 

Oct.  6.  Lat.  55°  40'  S.;  long.  72°  03'  W.  Barometer,  29.7.  Winds:  W.  by  S.  throughout;  squally 
and  variable. 

Oct.  7.  Lat. 57°  03'  S.;  long.  74°  19'  W.  Barometer,  29.6.  Winds:  W.,  W.  N.  W.,  N.  W.  First 
and  second  parts,  moderate ;  third  part,  fresh. 

Oct.  8.  Lat.  57°  50'  S. ;  long.  74°  30'  W.  Barometer,  29.3.  Winds :  W.  N.  W.  throughout ;  fresh 
gales  and  rainy. 

Oct.  9.  Lat.  57°  30'  S. ;  long.  76°  30'  W.  Barometer,  29.3.  Winds :  W.  by  N.,  W.  by  N".,  K  N.  W. ; 
moderate  and  rainy. 

Oct.  10.  Lat.  56°  13'  S. ;  long.  78°  39'  W.  Barometer,  29.6.  Winds:  N.  N.  W.,  W.;  variable, 
moderate  and  foggy.  ■• 

Oct.  11.  Lat.  56°  43'  S. ;  long.  79°  57'  W.  Barometer,  29.4.  Winds :  N.  W.,  W.  N.  W.,  W.  by  S. ; 
moderate  breezes. 

Oct.  12.  Lat.  56°  30'  S. ,  long.  82°  10'  W.  Barometer,  29.3.  Winds :  W.  S.  W.,  calm,  N.  First  part, 
moderate  ;  second  part,  calm ;  third  part,  gales. 

Oct.  13.  Lat.  55°  13'  S. ;  long.  84°  10'  W.  Barometer,  29.02.  Winds :  W.  N.  W.,  W.  N.  W.,  W.  by 
N. ;  fresh  gales  and  rain. 

Oct.  14.  Lat.  52°  19'  S.;  long.  83°  03'  W.  Barometer,  29.5.  Winds:  W.,  W.,  W.  by  S.;  fresh 
breezes  and  light  squalls  of  rain. 

Oct.  15.  Lat.  48°  43'  S.;  long.  83°  37'  W.  Barometer,  29.8.  Winds:  W.,  throughout;  fine  breezes 
and  clear  pleasant  weather. 

Ship  Louis  Philippe  (Robert  Benthall),  Baltimore  to  Valparaiso,  30  days  from  St.  Eoque. 

Sept.  29,  1849.  Lat.  50°  00'  S.;  long.  63°  02'  W.  Current,  N.  56°  E.,  0.6  mile  per  hour;  tempera- 
ture of  air,  43°;  of  water,  41°.  Barometer,  30.05.  Winds:  W.,  S.  W.,  S.  W.;  moderate  breezes  and 
pleasant. 

Sept.  30.  Lat.  51°  54'  S. ;  long.  63°  20'  W.  Current,  N.  45°  E.,  0.5  mile  per  hour;  temperature  of 
air,  42°  ;  of  water,  40°.     Barometer,  29.92.     Winds :  W.  S.W.,  W.  S.  W.,  W. ;  moderate  and  clear. 

Oct.  1.  Lat.  53°  18'  S.;  long.  63°  54'  W.  Current,  N.  78°  E.,  1  mile  per  hour.  Barometer,  29.8. 
Winds  :  W.,  W.  S.  W.  to  W. ;  variable  light  breezes  and  clear. 

Oct.  2.  Lat.  54°  52'  S.;  long.  65°  14'  W.  Current,  S.  74°  E.,  1.7  mile  per  hour  ;  temperature  of  air, 
43°  ;  of  water,  41°.  Barometer,  29.47.  Winds :  K,  W.  N.  W.  to  N.  W.,  K  W.  to  variable;  light  breezes, 
cloudy  and  rainy.     Passed  through  the  Straits  of  Le  Maire;  strong  tide  rips. 

Oct.  3.  Lat.  56°  29'  S.;  long.  65°  65'  W.  Current,  N.  19°  E.,  0.6  mile  per  hour;  temperature  of 
air,  42°;  of  water,  38°.     Barometer,  29.35.     Winds:  W.  throughout;  moderate  breezes  and  rainy. 

Oct.  4.  Lat.  57°  29'  S.;  long.  66°  42'  W.  Current,  N.  19°  E.,  0.6  mile  per  hour ;  temperature  of  air, 
39°;  of  water,  38°.  Barometer,  29.34.  Winds:  W.,  W.  to  W.  N.  W.,  W.  N.  W.  to  W. ;  cloudy,  with 
Jiard  snow  squalls,  moderate  breezes. 


CAPE   HORN  TRACKS.  697 

Oct.  5.  Lat.  56°  20'  S.;  long.  66°  19'  W.  Current,  S.  77°  E.,  1  mile;  temperature  of  air,  42°;  of 
water,  38°.  Barometer,  29.62.  Winds :  S.  W.  to  W.  S.  W.,  W.  S.  W.,  W.  K  W. ;  cloudy,  with  hail  squalls, 
moderate  breezes, 

Oct.  6.  Lat.  55°  08'  S. ;  long.  70°  40'  W.  Current,  S.  57°  E.,  1.5  mile  per  hour ;  temperature  of  air, 
46°;  of  water,  40°.  Barometer,  29.20.  Winds:  K  W.  and  S.  W.,  N,  W.  by  N.,  N".  by  W.;  moderate 
breezes,  and  cloudy  with  rain. 

Oct.  7.  Lat.  57°  07'  S. ;  long.  70°  50'  W.  Current,  N.  57°  E.,  1.5  mile  per  hour.  Temperature  of 
air,  40° ;  of  water,  38°.  Barometer,  28.82.  Winds :  N.  by  E.  to  N.  W.,  W.  N.  W.,  W.  N.  W. ;  strong  breezes 
and  snow  squalls. 

Oct.  8.  Lat.  57°  18'  S. ;  long.  71°  42'  W.  Current,  N.  64°  E.,  1  mile  per  hour.  Temperature  of  air, 
39°  ;  of  water,  38°.  Barometer,  28.70.  Winds :  N.  W.  to  W.  N.  W.,  W.  N.  W.,  S.  E.  to  S.  W.,  W.  K  W. ; 
sti'ong  winds,  and  hard  snow  squalls. 

Oct.  9.  Lat.  57°  25' S.;  long.  71°  43' W.  Current,  K  26°  E.,  0.7  mile  per  hour.  Temperature  of  air, 
40°;  of  water,  41°.  Barometer,  28.97.  Winds :  W.  N.  W.,W.,  S.  W.  to  S.  S.  W.  First  part,  moderate 
gales  and  snow  squalls ;  second  and  third  parts,  moderating. 

Oct.  10.  Lat.  56°  50'  S. ;  long.  72°  40'  W.  Current,  N.  69°  W.,  0.7  mile  per  hour.  Temperature 
of  air,  40°;  of  water,  41°.  Barometer,  29.42.  Winds:  S.  W.,  S.  W.  to  W.  S.  W.,  W.;  moderate  and 
cloudy,  with  snow  and  hail. 

Oct.  11.  Lat.  58°  00'  S.;  long.  74°  54'  W.  Current,  K  76°  W.,  0.7  mile  per  hour.  Temperature 
of  air,  38° ;  of  water,  39°.  Barometer,  28.97.  Winds :  W.  N.  W.,  W.  K  W.  to  N.  W.,  W.  to  W.  N.  W. ; 
moderate  and  cloudy,  with  rain. 

Oct.  12.  Lat.  58°  21'  S. ;  long.  77°  09'  W.  Current,  S.  74°  W.,  1.3  mile  per  hour.  Temperature  of 
air,  40° ;  of  water,  39°.  Barometer,  28.45.  Winds :  N.  K  W.,  K  K  W.  to  W.  N.  W.,  W.  N.  W.  First 
part,  moderate  and  cloudy ;  second  and  third  parts,  light  breeze  and  rain. 

Oct.  13.  Lat.  56°  31'  S. ;  long.  77°  04'  W.  Current,  S.  13°  E.,  0.5  mile  per  hour.  Temperature  of 
air,  37° ;  of  water,  40°.  Barometer,  28.82.  Winds :  S.  W.  to  W.  K  W.,  W.  S.  W.  to  W.  by  K,  W.  S.  W. 
to  W.  by  N.;  moderate  breezes,  with  snow  squalls. 

Oct.  14.  Lat.  54°  42'  S. ;  long.  76°  31'  W.  Current,  S.  49°  E.,  0.5  mile  per  hour.  Temperature  of 
air,  40° ;  of  water,  39°.  Barometer,  29.17.  Winds  :  W.  to  W.  S.  W.,  W.  to  W.  S.  W.,  W.,  W.  N,  W.; 
moderate  breezes,  with  snow  squalls. 

Oct.  15.  Lat.  55°  26'  S. ;  long.  76°  53'  W.  Temperature  of  air,  43° ;  of  water,  42°.  Barometer, 
22.82.    Winds :  W.  to  W.  S.  W.,  W.  S.  W.  to  W.  N.  W.,  W.  K  W. ;  strong  winds  and  cloudy,  with  rain. 

Oct.  16.  Lat.  55°  24'  S.;  long.  77°  27'  W.  Temperature  of  air,  37°;  of  water,  39°.  Barometer, 
28.94.  Winds :  W.  N.  W.,  W.,  W.  S.  W.  First  part,  moderate  and  cloudy,  with  snow  squalls ;  second 
part,  moderate  and  rainy ;  third  part,  moderate,  with  snow  and  rain. 

Oct.  17.    Lat.  55°  20'  S. ;  long.  77°  47'  W.    Current,  S.  39°  E.,  0.6  mile  per  hour.    Barometer,  28.82 ; 


598  THE  ■WIND  AND   CURRENT  CHARTS. 

Winds:  S.  W.  to  W.  S.  W.,  W.  to  W.  N.  W.,  W.  N.  W.  to  N.  by  W.  First  and  second  parts,  moderate 
and  clear ;  third  part,  stormy,  with  rain. 

Oct.  18.  Lat.  55°  34'  S.;  long.  77°  25'  W.  Current,  S.  39°  E.,  0.6  mile  per  hour.  Temperature  of 
air,  40° ;  of  water  39°.  Barometer,  28.67.  Winds :  N.  W.  to  W.  N.  W.,  W.  N.  W.,  W. ;  stormy  weather, 
with  snow  squalls. 

Oct.  19.  Lat.  55°  28'  S. ;  long.  77°  17'  W.  Current,  S.  46°  E.,  1  mile.  Temperature  of  air,  40° ;  of 
water,  39°.    Barometer,  29.18.     Winds:  W.,  W.  S.  W.;  cloudy,  and  fresh  breezes,  with  snow  squalls. 

Oct.  20.  Lat.  52°  50'  S. ;  long.  78°  15'  W.  Current,  S.  46°  E.,  1  mile.  Temperature  of  air,  40° ;  of 
water,  40°.  Barometer,  29.52.  Winds:  S.  W.,  S.  W.  by  W.;  S.  W.  by  W.;  fresh  breezes  and  cloudy, 
with  snow,  rain,  and  hail. 

Oct.  21.  Lat.  50°  10'  S. ;  long.  79°  58'  W.  Current,  S.  42°  E.,  0.5  mile  per  hour.  Temperature  of 
air,  48° ;  of  water,  43°.  Barometer,  30.17.  Winds :  S.  W.  to  S.  S.  W.,  S.,  S.  S.  E.  to  S.  S.  W. ;  moderate, 
with  passing  clouds  and  light  hail. 

Schooner  Clifton  (Daggett),  New  York  to  Acapulco,  from  Cape  St.  Roque,  82  days. 

Sept.  26.  Lat.  50°  31'  S. ;  long.  64°  27'  W.  Barometer,  28.48 ;  temperature  of  air,  44°  ;  of  water, 
42°.     Winds  :  W.  by  N.,  N.  N.  B.  and  N.     Strong  breeze. 

Sept.  27.  Lat.  51°  57'  S. ;  long.  64°  27'  W.  Barometer,  28.48 ;  temperature  of  air,  46° ;  of  water, 
41°.     Winds:  N.  N.  W.,  N.  N.  E.,  and  K     Misty  and  cloudy. 

Sept.  28.  Lat.  53°  40'  S.;  long.  64°  28'  W.  Barometer,  28.25  ;  temperature  of  air,  44° ;  of  water,  44°. 
Winds :  N.  W.,  S.  W.,  and  S.  W.     Strong  breezes  and  passing  squalls. 

Sept.  29.  Lat.  54°  OS'  S. ;  long.  63°  42'  W.  Temperature  of  air,  40° ;  of  water,  42°.  Barometer, 
28.94,    Winds :  W.  S.  W.,  S.  W.,  and  S.  W.     Snow  squalls  and  strong  breezes ;  saw  Staten  Land. 

Sept.  80.  Lat.  54°  54' S. ;  long.  63°  28'.  W.  Barometer,  29.25;  temperature  of  air,  44°;  of  water, 
42°.     Winds:  K,  N.  E.,  and  N.  E.     Fair  weather;  saw  Cape  St.  John. 

Oct.  1.  Lat.  66°  82'  S. ;  long.  66°  00'  W.  Barometer,  28.65 ;  temperature  of  air,  40°  ;  of  water,  41°. 
Winds :  W.  by  S.,  W.  S.  W.,  and  W.  S.  W.     Squally. 

Oct.  2.  Lat.  56°  55'  S. ;  long.  65°  48'  W.  Barometer,  28.85 ;  temperature  of  air,  42° ;  of  water,  39°. 
Winds :  W.  K.  W.,  N.  N.  W.,  and  N.  N.  W.     Some  rain ;  wind  strong. 

Oct.  3.  Lat.  57°  18'  S.;  long.  66°  37'  W.  Barometer,  28.85  ;  temperature  of  air,  41°  ;  of  water,  39°. 
Winds:  N.,  N. N.  W.  and  N.     Squally;  an  occasional  blue  sky. 

Oct.  4.  Lat.  57°  22'  S.;  long.  67°  31'  W.  Barometer,  28.87 ;  temperature  of  air,  44° ;  of  water,  41°. 
Winds:  N.,  E.,  and  E.  N.  E.     Cloudy  and  misty ;  light  wind. 

Oct.  5.  Lat.  56°  57'  S. ;  long.  70°  30'  W.  Barometer,  28.30 ;  temperature  of  air,  46° ;  of  water,  44°. 
Winds:  N".E.,N.E.,  and  S.W.     Snow  squalls. 

Oct.  6.  Lat.  57°  05'  S. ;  long.  71°  13'  W.  Barometer,  29.68 ;  temperature  of  air,  40° ;  of  water,  43°. 
Winds :  W.  N.  W.,  N.,  and  W.  N.  W.     Strong  winds,  and  snow  squall. 


CAPE  HORN  TRACKS.  699 

Oct.  7.  Lat.  57°  20'  S. ;  long.  73°  19'  W.  Barometer,  28.80 ;  temperature  of  air,  41° ;  of  water,  40°. 
Winds :  N.  by  W.,  N.,  and  N.  E.     Moderate  breezes  and  rain. 

Oct.  8.  Lat.  56°  52'  S.;  long.  76°  50'  W.  Barometer,  28.57  ;  temperature  of  air,  44° ;  of  water,  41°. 
Winds :  N.  W.,  S.  W.,  and  W.  S.  W.     Cloudy,  light  winds. 

Oct.  9.  Lat.  56°  10'  S. ;  long.  79°  17'  W.  Barometer,  29.27;  temperature  of  air,  43° ;  of  water,  42°. 
Winds :  S.  E.,  S.  E.,  and  S.  S.  E.     Cloudy ;  fresh  winds. 

Oct.  10.  Lat.  54°  29'  S.;  long.  81°  49'  W.  Barometer,  29.60;  temperature  of  air,  40°;  of  water, 
41°.    Winds:  S.  W.,  S.  W.,  and  W.  N.  W.     Cloudy  and  rainy;  light  winds. 

Oct.  11.  Lat.  52°  20'  S.;  long.  82°  14'  W.  Barometer,  29.60;  temperature  of  air,  43°;  of  water, 
42°.     Winds :  W.,  W.  N.  W.,  W.     Cloudy ;  fresh  winds  with  rain. 

Oct.  12.  Lat.  50°  21'  S.;  long.  82°  25'  W.  Barometer,  29.65 ;  temperature  of  air,  43° ;  of  water,  43°. 
Winds :  W.,  W.,  W.  by  K     Some  rain. 

Ship  Sea  Witch  (George  W.  Eraser),  New  York  to  San  Francisco,  21  days  from  St.  Roque. 

Oct.  14,  1852.  Lat.  51°  43'  S.;  long.  64°  40'  W.  Temperature  of  air,  50°;  of  water,  42°.  Winds: 
N.  N.  E.,  N.,  N.  W.     First  and  second  parts,  fresh  and  foggy ;  third  part,  light  airs. 

Oct.  15.  Lat.  52°  51'  S.;  long.  63°  40'  W.  Temperature  of  air,  48°  ;  of  water,  42°.  Winds :  S.  W., 
S.  E.,  E.  S.  E.     First  and  second  parts,  fresh  breezes ;  third  part,  moderate. 

Oct.  16.  Lat.  54°  15'  S.;  long.  64°  46'  W.  Barometer,  29.47;  temperature  of  air,  48°;  of  water, 
41°.     Winds:  S.  E.,  calm,  W.     First  part,  moderate;  second  part,  calm;  third  part,  light  breezes. 

Oct.  17.  Lat.  55°  33'  S. ;  long.  66°  40'  W.  Barometer,  29.25 ;  temperature  of^  air,  46° ;  of  water, 
42°.     Winds :  W.,  calm,  W.  S.  W.     First  and  second  parts,  light  breezes ;  third  part,  calm. 

Oct.  18.  Lat.  56°  30'  S.;  long.  67°  16'  W.  Barometer,  29.02;  temperature  of  air,  46°;  of  water, 
42°.  Winds:  W.  S.  W.,  W.,  W.N.  W.  First  part,  light  airs;  second  part,  fresh  gales;  third  part,  heavy 
gales. 

Oct.  19.  Lat.  56°  02'  S.;  long.  67°  12'  W.  Barometer,  28.70;  temperature  of  air,  42°;  of  water, 
42°.     Winds:  W.  N.  W.,  W.  S.  W.,  W.  S.  W.     Hard  gales;  third  part,  moderate. 

Oct.  20.  Lat.  56°  30'  S. ;  long.  69°  8'  W.  Barometer,  28.85 ;  temperature  of  air,  44° ;  of  water,  42°. 
Winds :  W.  N.  W.,  N.  N.  W.,  W.  N.  W.     Heavy  gales. 

Oct.  21.  Lat.  56°  15'  S. ;  long.  70°  56'  W.  Barometer,  28.3 ;  temperature  of  air,  41°;  of  water,  40°. 
Winds :  W.  N.  W.,  S.,  N.  N.  W.     Hard  gales,  with  squalls  of  rain,  hail,  and  snow. 

Oct.  22.  Lat.  57°  12'  S.;  long.  71°  44'  W.  Barometer,  28.22;  temperature  of  air,  39°;  of  water, 
40°.     Winds :  W.  N.  W  throughout.    Hard  gales,  with  gales  of  hail  and  snow. 

Oct.  23.  Lat.  56°  23'  S.;  long.  72°  18'  W.  Barometer,  28.12;  temperature  of  air,  38°;  of  water, 
39°.     Winds :  W.  S.  W.,  W.  S.  W^  calm.     First  and  second  parts,  hard  gales ;  third  part  calm. 

Oct.  24.     Lat.  55°  22'  S. ;  long  73°  25'  W.    Barometer,  27.89 ;  temperature  of  air,  40° ;  of  water,  40°. 


600  THE  WIND  AND  CURRENT  CUAKTS. 

Winds :  W.  S.  W.,  W.  S.  W.,  calm  and  E.  First  part,  fresh  ;  second  part  heavy  gales ;  third  part,  calms 
and  light  airs. 

Oct.  25.  Lat.  54°  49'  S. ;  long.  77°  29'  W.  Barometer,  27.97 ;  temperature  of  air,  40° ;  of  water,  42°. 
Winds:  E.,  N.  W.,  S.  W.     Hard  gales  and  rain. 

Oct.  26."  Lat.  54°  18'  S. ;  long.  78°  47'  W.  Barometer,  28.15 ;  temperature  of  air,  44° ;  of  water,  43°, 
Winds :  S.  W.,  N.  N.  W.,  N".  W.     Hard  gales  and  cloudy. 

Oct.  27.  Lat.  52°  29'  S. ;  long.  79°  24'  W.  Barometer,  28.50 ;  temperature  of  air,  44°  ;  of  water,  44°. 
Winds :  W.,  W.  S.  W.,  W.     Fresh  gales  and  squally. 

Oct.  28.  Lat.  51°  41'  S. ;  long.  80°  15'  W.  Barometer,  28.43  ;  temperature  of  air,  44°;  of  water,  43°. 
Winds :  W.  K  W.,  W.  N.  W.,  W.    Fresh  gales  and  squally. 

Oct.  29.  Lat.  49°  47'  S.;  long.  79°  5'  W.  Barometer,  29.10 ;  temperature  of  air,  45°  ;  of  water,  44°. 
Winds :  W.  by  N.,  W.  by  N.,  W.  N.  W.     Fresh  gales  and  squally  weather. 

Thomas  W.  Sears  (Joseph  Osgood),  New  York  to  San  Francisco,  75  days  out. 

Nov.  1.  Lat.  49°  32'  S. ;  long.  65°  27'  W.  Current,  K  35°  E.,  1.1  knot  per  hour.  Barometer, 
29.74 ;  temperature  of  air,  48° ;  of  water,  44°.  Winds :  N.,  N.  N.  W.,  S.  First  and  middle  parts,  fresh 
gales ;  ends  pleasant  breeze. 

Nov.  2.  Lat.  50°  50'  S. ;  long.  65°  04'  W.  Barometer,  29.86  ;  temperature  of  air,  46° ;  of  water,  43°. 
Winds :  E.,  N.  E.,  S.    Light  winds  throughout. 

Nov.  3.    Lat.  51°  36'  S. ;  long.  64°  57'  W.     Current,  N.  31°  E.,  0.3  knot  per  hour.     Barometer, 

29.90;  temperature  of  air,  50°;  of  water,  44°.     Winds:  S.  S.  W.,  calm,  E.  by  S.    Light  airs  and  calms 

* 

this  day. 

Nov.  4.  Lat.  52°  55'  S. ;  long.  65°  13'  W.  Current,  S.  53°  W.,  0.6  knot  per  hour.  Barometer, 
29.79  ;  temperature  of  air,  50° ;  of  water  47°.  Winds :  E.  N.  E.,  E,  N.  E.,  E.  S.  E.  Light  airs  and  pleasant 
throughout. 

Nov.  5.  Lat.  53°  34'  S. ;  long.  65°  58'  W.  Current,  N.  20°  W.,  0.8  knot  per  hour.  Barometer, 
29.35;  temperature  of  air,  47°;  of  water,  46°.     Winds:  E.,  E.,  S.     Light  airs  and  pleasant  throughout. 

Nov.  6.  Lat.  54°  15'  S. ;  long.  64°  35'  W.  Current,  N.  58°  W.,  30  miles.  Barometer,  29.40 ;  tem- 
perature of  air,  52°  ;  of  water,  44°.  Winds :  S.  E.  by  S.,  calm,  N.  W.  First  and  middle  parts,  light  airs 
and  calm ;  latter,  fine  breeze.  At  8  hours  30  min.  A.  M.  saw  Cape  St.  Vincent  bearing  south,  distant  40 
miles. 

Nov.  7.  Lat.  56°  16'  S.;  long.  65°  55'  W.  Current,  S.  44°  W.,  27  miles.  Barometer,  29.08;  tem- 
perature of  air,  47° ;  of  water,  44°.  Winds:  N.  W.,  N.  W.,  N.  W.  by  N.  Strong  breezes..  At  6  P.  M. 
Cape  St.  John  bore  west.     Land  in  sight  in  the  morning. 

Nov.  8.  Lat.  56°  55'  S. ;  long.  65°  18'  W.  Barometer,  29.20 ;  temperature  of  air,  41° ;  of  water  43°. 
Winds :  W.  S.  W.  throughout.     Hard  gale,  with  rain,  snow,  and  hail.     An  ugly  sea. 


CAPE   HORN  TRACKS.  601 

Nov.  9.     Lat.  57°  09'  S. ;  long.  67°  57'  W.    Barometer,  28.90 ;  temperature  of  air,  44°;  of  water,  43°/ 
Winds:  W.  S.  W.,  K  W.,  N.  W.     Commences  moderating.     Morning,  light  and  baffling  airs. 

Nov.  10.  Lat.  57°  23'  S.  (D.  E.);  long.  67°  12'  W.  (D.  R.).  Strong  easterly  current.  Barometer, 
28.50;  temperature  of  air,  39°  ;  of  water,  41°.  Winds:  calm,  W.,  N.N.  W.  At  6  P.  M.  looking  bad  to 
tlie  westward.     At  10  A.  M.  hard  gales,  with  hail,  rain,  and  snow.     Ends  hard  gales. 

Nov.  11.  Lat.  57°  38'  S.;  long.  66°  00'  W.  Current,  strong  easterly.  Barometer,  28.57;  tempera- 
ture of  air,  42°;  of  water,  41°.  Winds:  S.W.,  S.W.,  W.S.W.  Heavy  gales.  During  the  forenoon  a 
snow  storm. 

Nov.  12.  Lat.  58°  07'  S.;  long.  65°  27'  W.  Barometer,  28.80 ;  temperature  of  air,  38°;  of  water,  40°, 
Winds  :  W.  S.  W.,  S.  W.,  S.  W.     Hard  gales  and  squally,  with  hail  and  snow. 

Nov.  13.  Lat.  58°  30'  S. ;  long.  65°  05'  W.  Current,  E.  S.  E.,  27  miles.  Barometer,  28.78 ;  tempera- 
ture of  air,  37°;  of  water,  38°.  Winds:  S.  W.  by  W.,  S.W.,  W.  Commences  fresh  gales  and  squally; 
middle  fart,  baffling  airs  with  snow ;  latter  part,  light  airs.     Ends  squally. 

Nov.  14.  Lat.  57°  55'  S. ;  long.  65°  44'  W.  Current,  E.,  20  miles.  Barometer,  29.03 ;  temperature 
of  air,  37°  ;  of  water,  38°.     Winds  :  W.,  S.  W.,  W.    Strong  breezes,  with  snow. 

Nov.  15.  Lat.  59°  01'  S. ;  long.  68°  36'  W.  Current,  E.  by  S.,  20  miles.  Barometer,  28.48;  tem- 
perature of  air,  40° ;  of  water,  39°.  Winds :  W.  N.  W.,  N.  W.  by  W.,  W.  by  S.  Fresh  gales,  with  frequent 
snow  squalls. 

Nov.  16.  Lat.  58°  08'  S.;  long.  69°  31'  W.  Current,  S.  43°  E.,  17  miles.  Barometer,  29.04;  tem- 
perature of  air,  36°  ;  of  water,  40°.  Winds  :  W.  St  W.,  S.  S.  W.,  S.  S.  W.  Commences  squally  ;  snow  and 
hail ;  at  8  P.  M.  hard  gales,  which  lasted  all  night.     Ends  moderating. 

Nov.  17.  Lat.  58°  00'  S.;  long.  71°  30'  W.  Current,  E.,  15  miles.  Barometer,  28.64;  temperature 
of  air,  43°;  of  water,  40°.  Winds:  S.  W.,  N.N.  W.,  W.N.W.  Commences  light  breezes;  middle  and 
latter  parts,  cloudy  with  rain. 

Nov.  18.  Lat.  57°  33' S.;  long.  71°  44' W.  Current,  easterly.  Barometer,  28.98;  temperature  of 
air,  40°  ;  of  water,  40°.  Winds :  W.,  W.,  S.  W.  At  4  P.  M.  wore  ship  to  the  west.  Evening,  hard  squalls 
from  west;  bad  sea ;  wind  increased  to  a  hard  gale. 

Nov.  19.  Lat.  56°  48'  S.;  long.  73°  00'  W.  Barometer,  29.10;  temperature  of  air,  40° ;  of  water,  40°. 
Winds :  S.  W.,  baffling,  N.  Commences  moderating ;  middle  part,  light  breezes ;  morning  fresh  breeze  and 
rainy. 

Nov.  20.  Lat.  55°  48'  S.;  long.  77°  39'  W.  Barometer,  29.06;  temperature  of  air,  40°;  of  water, 
40°.     Winds  :  S.  E.,  E.,  E.  by  N.     Strong  breezes  and  large  sea. 

Nov.  21.  Lat.  54°  05'  S.;  long.  81°  12'  W.  Barometer,  29.12 ;  temperature  of  air,  40° ;  of  water, 
40°.     Winds :  E.  throughout.    Strong  breezes  and  cloudy. 

Nov.  22.    Lat.  51°  52'  S.;  long.  84°  25'  W.    Barometer,  29.38;  temperature  of  air,  43°;  of  water, 
41  ^     Winds:  E.N. E.,E.S.E.,E. S.E.    Fine  breezes  and  cloudy. 
76 


602  THE  WIND  AND  CUREENT  CHAKTS. 

Nov.  23.  Lat.  50°  39'  S. ;  long.  85°  17'  W.  Barometer,  29.78 ;  temperature  of  air,  44° ;  of  water,  41°. 
Winds :  E.  S.  E.,  S.  S.  E.,  S.  E.     Light  breezes  and  cloud j. 

Nov.  24.  Lat.  49°  41'  S.;  long.  86°  05'  W.  Barometer,  29.80;  temperature  of  air,  44°;  of  water, 
42°.     "Winds :  W.  N.  W.,  E.  N.  E.,  E.    Light  airs  and  calm  ;  cloudy  weather. 

John  Wade  (J.  H.  Little),  52  da3-s  out. 

Nov.  4, 1852.  Lat.  50°  00'  S. ;  long.  63°  58'  W.  Barometer,  29i40  ;  temperature  of  air,  45°  ;  of  water, 
43°.     Winds :  E.,  E.  by  S.,  E.     Strong  breezes  and  squalls,  with  constant  rain. 

Nov.  5.  Lat.  50°  50'  S. ;  long.  ^Q''  45'  W.  Barometer,  29.30 ;  temperature  of  air,  44° ;  of  water,  43°. 
Winds :  E.  S.  E.,  S.,  and  S.  by  W.  Light  breezes  and  rainy ;  latter  part,  clear.  A  barque  in  company, 
sounded  in  70  fathoms  water. 

Nov.  6.  Lat.  51°  41'  S. ;  long.  66°  16'  W.  Barometer,  29.50 ;  temperature  of  air,  50°  ;  of  water,  54°. 
Winds :  S.  W.,  calm,  and  N.     Light  baffling  winds  and  fine  weather. 

Nov.  7.  Lat.  58°  35'  S. ;  long.  64°  36'  W.  Barometer,  29.30  ;  temperature  of  air,  52°  ;  of  water,  45°. 
Winds :  N.  E.,  N.  E.,  N.  N.  E.    Light  breezes  and  cloudy.     Saw  many  whales. 

Nov.  8.  Lat.  55°  34'  S. ;  long.  64°  36'  W.  Current,  E.  N.  E.,  40  miles.  Barometer,  29.10;  tempera- 
ture of  air,  45°;  of  water,  44°.  Winds:  N.,  N.  W.,  and  W.  Light  baffling  winds  and  squally,  and  calm. 
At  5  P.  M.  Staten  Land  bore  south,  distant  26  miles.  At  8  A.  M.  Cape  St.  John,  S.  by  E.,  distant  18  miles. 
A  strong  easterly  current. 

Nov.  9.  Lat.  56°  26'  S. ;  long.  66°  58'  AV.  Current,  E.,  20  miles.  Barometer,  28.80 ;  temperature 
of  air,  45°  ;  of  water,  43°.  Winds :  N.  N.  E.,  N.,  N.  N.  W.  Light  breezes  and  pleasant.  Latter  part, 
moderate  breezes  and  perfectly  clear.  At  12  M.  Cape  Horn  bore  N.  by  W.  J  W.,  true,  distant  30  miles. 
Barometer  falling  steadily. 

Nov.  10.  Lat.  57°  02'  S.;  long.  67°  01'  W.  Barometer,  28.60 ;  temperature  of  air,  40°  ;  of  water,  42°. 
Winds:  S.  W.,  S.  S.  W.,  N.  W.  First  part,  light  airs;  middle  and  latter  parts,  heavy  gales,  with  heavy 
squalls  of  wind  and  rain.  At  12  M.  close  reefed  the  topsails.  At  6  P.  M.  spoke  the  ship  Golden  City,  who 
sailed  four  days  previous.  Cape  Horn  bore  N.  W.,  distant  18  miles.  Passed  another  ship  standing  the 
same  way  with  ourselves.     Barometer  falling  very  fast. 

Nov.  11 .  Lat.  57°  50'  S. ;  long.  66°  00'  W.  Barometer,  28.40 ;  temperature  of  air,  38° ;  of  water,  39°. 
Winds :  S.  S.  W.,  S.  W.,  S.  W.     Weather  the  same  as  yesterday. 

Nov.  12.  Lat.  58°  13'  S. ;  long.  65°  27'  W.  Current,  E.  for  two  days,  60  miles.  Barometer,  28.50 ; 
temperature  of  air,  37°  ;  of  water,  38°.  Winds :  S.  W.,  S.  W.,  and  S.  W.  by  S.  Weather  the  same,  with 
frequent  snow  squalls. 

Nov.  13.  Lat.  57°  39'  S.;  long.  66°  27'  W.  Current,  east,  20  miles.  Barometer,  28.60 ;  tempera- 
ture of  air,  35°  ;  of  water,  37°.  Winds  :  S.  W.,  S.  S.  W.,  and  S.  W.  Heavy  gales,  and  squalls  of  snow 
and  sleet. 

Nov.  14.     Lat.  57°  27'  S.;  long.  67°  47'  W.     Current,  E.,  14  miles.     Barometer,  28.80;  temperature 


CAI'E   UORN   TRACKS.  603 

of  air,  38°;  of  water,  37°.  Wiads  :  S.  S.  W.,  S.  W.,  and  W.  S.  W.  First  and  middle  parts,  fresli  gales, 
with  heavy  squalls  of  wind  and  snow ;  a  heavy  head  sea.     Two  barques  in  company. 

Nov.  15.  Lat.  57°  20'  S.;  long.  69°  53'  W.  Current,  E.  by  K,  20  miles.  Barometer,  28.50;  tem- 
perature of  air,  38° ;  of  water,  37°.  Winds :  W.  S.  W.,  W.  N.  W.,  and  W.  Calms,  and  very  heavy  squalls 
of  snow ;  double  reefs ;  exchanged  signals  with  the  barque  Isabelita  Hyne. 

Nov.  16.  Lat.  57°  18'  S.;  long.  71°  39'  W.  Current,  east,  10  miles.  Barometer,  28.90;  tempera- 
ture of  air,  39°;  of  water,  38°.  Winds:  S. S.  W.,  S.  S.  W.,  S.  W.  First  and  middle  parts,  heavy  gale; 
close  reef  topsails  and  courses ;  severe  squalls  of  snow.    Latter  part,  moderate. 

Nov.  17.  Lat.  57°  51' S. ;  long.  73°  55' W.  Current,  E.  N.  E.,  20  miles.  Barometer,  28.50 ;  tempera- 
ture of  air,  40°;  of  water,  38°.  Winds:  N.,  W.  by  S.,  W.  Moderate  breezes,  aud  showery;  at  i  P.  M. 
wore  ship. 

Nov.  18.  Lat.  55°  51'  S.;  long.  76°  05'  W.  Barometer,  28.90;  temperature  of  air,  40°  ;  of  water, 
41°.     Winds :  W.  S.  W.,  S.  W.,  W.  S.  W.    Heavy  squalls  and  heavy  sea. 

Nov.  19.  Lat.  55°  02'  S. ;  long.  78°  12'  W.  Current,  E.  N.  E.,  20  miles.  Barometer,  28.60 ;  tempera- 
ture of  air,  42° ;  of  water,  41°.     Winds:  W.,  N.  W.,  and  W.     Moderate  breezes  and  cloudy. 

Nov.  20.  Lat.  53°  50'  S.;  long.  78°  41'  W.  Current,  E.  N.  E.,  20  miles.  Barometer,  29.00;  tem- 
perature of  air,  44°;  of  water,  43°.  Winds:  W.  by  N.,  W.  by  N.,  and  W.S.  W.  Light  baffling  squalls 
and  calms. 

Nov.  21.  Lat.  50°  48'  S.;  long.  82°  00'  W.  Barometer,  28.70;  temperature  of  air,  45°;  of  water, 
44°.     Winds:  W.  S.  W.,  E.  N.  E.,  E.  N.  E.     Moderate ;  latter  part,  strong  breezes  and  rain. 

Nov.  22.  Lat.  49°  24' S. ;  long.  84°  01' W.  Current,  east,  35  miles  in  two  days.  Barometer,  29.10; 
temperature  of  air,  46°  ;  of  water,  46°.  Winds :  E.  S.  E.,  E.  S.  E.,  and  S.  S.  E.  Light  breezes  and  rainy ; 
passed  two  vessels  steering  north. 

Ship  White  Squall  (B.  Lockwood),  New  York  to  San  Francisco,  22  days  from  Cape  St.  Roque. 

Nov.  8,  1850.  Lat.  51°  12'  S.;  long.  64°  50'  W.  Barometer,  29.70;  temperature  of  air,  64°.  Winds: 
N.  W.,  and  S.  E.     Moderate  weather. 

Nov.  9.  Lat.  53°  32'  S.;  long.  65°  15'  W.  Barometer,  29.60;  temperature  of  air,  65°.  Winds:  W. 
and  S.    Moderate  winds. 

Nov.  10.  No  observation.  Barometer,  29.40 ;  temperature  of  air,  50°.  Wind:  W.  Gale  at  12  hours 
30  min. ;  made  Cape  St.  John  at  11  A.  M.;  passed  the  Straits  of  Le  Maire. 

Nov.  11.  Lat.  56°  36' S. ;  long,  no  observation.  Barometer,  29.40;  temperature  of  air,  35°.  Wind: 
W.     Close  reefs ;  rain  and  hail  squalls. 

Nov.  12.  Lat.  56°  13'  S.;  long.  65°  58'  W.  Barometer,  29.10;  temperature  of  air,  35°.  Wind:  W. 
Snow  and  hail  squalls. 

Nov.  13.  Lat.  56°  37'  S.;  long.  66°  05'  W.  Barometer,  29.10  Winds :  W.,  W.  by  N.,  and  W.  by  N., 
strong;  snow  and  hail  squalls. 


604  THE  WIND  AND  CUHEENT  CHARTS. 

Nov.  14.    Lat.  57°  15'  S.;  long.  65°  52'  W.    Barometer,  28.75;  temperature  of  air,  34°.     AVind:  "W. 
N.  W.,  strong ;  snow  and  hail  squalls. 

Nov.  15.     Lat.  57°  50'  S.;  long.  65°  59'  W.    Barometer,  28.70;  temperature  of  air,  33°.     Wind: 
W.  N.  W.,  strong ;  snow  and  hail  squalls. 

.     Nov.  16.     Lat.  57°  57'  S.;  long.  G5°  40'  W.     Barometer,  29.00;  temperature  of  air,  35°.     Wind: 
W.  N.  W.,  strong ;  snow  and  hail  squalls. 

Nov.  17.    Lat.  56°  56'  S.;  long.  66°  43'  W.     Barometer,  29.20;  temperature  of  air,  34°.     Wind: 
W.  S.  W.,  strong ;  hail  and  snow. 

Nov.  18.    Lat.  57°  16'  S.;  long.  66°  28'  W.     Barometer,  29.40;  temperature  of  air,  33°.     Wind: 
W.,  strong ;  hail  and  snow  squalls. 

Nov.  19.    Lat.  57°  37'  S. ;  long.  66°  38'  W.     Barometer,  29.00 ;  temperature  of  air,  34°.    Winds :  W., 
W.  N.  W.,  and  W.  N.  W.,  strong ;  snow  and  hail  squalls. 

Nov.  20.    Lat.  65°  52'  S. ;  long.  57°  28'  W.     Barometer,  29.00 ;  temperature  of  air,  35°.     Wind :  W., 
strong ;  snow  and  hail  squalls. 

Nov.  21.    Lat.  57°  07'  S.;  long.  68°  10'  W.    Barometer,  29.20;  temperature  of  air,  32°.     Winds: 
S.  W.,  W.  N.  W.,  strong ;  saw  Diego  Eamirez. 

Nov.  22.    No  observation.    Barometer,  29.00 ;  temperature  of  air,  35°.    Winds:  S.  W.  and  W.  N.  W., 
strong  breeze ;  snow  and  hail, 

Nov.  23.    Lat.  57°  49'  S.;  long.  70°  20' W.    Barometer,  29.00;   temperature  of  air,  28°.     Wind: 
W.     Close  reefs ;  snow  and  hail. 

Nov.  24.    Lat.  59°  23'  S.;  long.  74°  10'  W.    Barometer,  29.20;  temperature  of  air,  29°.     Wind: 
W.  N.  W.     Close  reefs. 

Nov.  25.    No  observation.     Barometer,  29.00 ;  temperature  of  air,  28°.     Wind:  W.     Lying  to;  snow 
and  hail  squalls. 

Nov.  26.     Lat.  58°  42'  S.;  long.  74°  27'  W.    Barometer,  28.90;  temperature  of  air,  30°.     Wind: 
W.  N.  W.     Lying  to ;  snow,  and  hail  squalls. 

Nov.  27.     Lat.  57°  47'  S.;  long.  74°  10'  W.    Barometer,  28.20;  temperature  of  air,  33°.     Winds: 
N.  N.  W.  and  W.  S.  W.     Lying  to ;  snow  and  hail. 

Nov.  28.    Lat.  55°  19'  S. ;  long.  73°  28'  W.     Barometer,  29.20;  temperature  of  air,  37°.     Wind: 
W.  S.  W.    Close  reefs. 

Nov.  29.    Lat.  54°  51'  S. ;  long.  74°  25'  W.     Barometer,  29.60 ;  temperature  of  air,  45°.     Wind : 
S.  W.     First  part,  close  reefs ;  latter  part,  light  airs  and  calm. 

Nov.  30.    Lat.  52°  29' S.;  long.  78°  28' W.    Barometer,  29.80.    Wind:  S.  W.    Fine  weather;  all 
studding  sail. 

Dec.  1.    Lat.  50°  23'  S. ;  long.  80°  54'  W.    Barometer,  30.25 ;  temperature  of  air,  60°.     Winds : 
S.  W.,  S.  W.,  and  S.  E.    Fine  weather. 


CAPE  HORN  TRACKS.  605 

Ship  Senalor  (Roland  F.  Coffin),  New  York  to  San  Francisco,  60  days  out. 

Nov.  12,  1853.  Lat.  50°  04'  S. ;  long.  63°  00'  W.  Baroraeter,  29.19;  temperature  of  air,  52°;  of 
water,  46°.  Winds:  "W.,  calm,  W.  First  part,  good  winds;  at  1  P.  M.  until  4  A.  M.,  calm;  barometer 
fell  to  29.32 ;  went  up  in  an  hour  to  29.40,  as  the  breeze  freshened ;  after  4  A.  M.  it  again  fell ;  at  8  A.  M. 
barometer,  29.30.  I  do  not  see  that  it  is  a  guide  to  be  depended  on  certainly ;  my  experience  this  passage 
would  show  its  fall  to  be  followed  by  delightful  weather.     Ends  light  breeze  from  west. 

Nov.  13.  Lat.  52°  04'  S.;  long.  63°  56'  W.  Barometer,  29.04;  temperature  of  air,  48°  ;  of  water, 
46°.  Winds :  W.  by  S.,  W.  by  S.,  S.  W.  by  S.  Fine  weather ;  barometer  still  falling;  at  10  P.  M.  28.97 ; 
we  shall  certainly  have  some  kind  of  weather.    Ends  with  fresh  breezes ;  heavy  dew  for  the  last  two  nights. 

Nov.  14.  Lat.  52°  27'  S. ;  long.  65°  34'  W.  Barometer,  29.45 ;  temperature  of  air,  46° ;  of  water, 
46°.  Winds :  S.  W.  by  S.,  calm,  S.  W.  by  S.  First  part,  fresh ;  middle,  calm  ;  saw  Aurora  Australis ;  the 
quadrant  from  S.  E.  to  S.  W.,  to  altitude  of  30°;  sky  cloudless;  heavy  mass  of  clouds  in  S.  E.;  latter 
part,  moderate  breezes. 

Nov.  15.  No  observation.  Barometer,  28.80 ;  temperature  of  air,  38°  ;  of  water,  40°.  Winds :  W., 
W.  N.  W.,  N.  W.  to  S.  W.  First  part,  fine  weather ;  middle  part,  moderate  gale.  At  4  A.  M.  made  Cape 
St.  Diego,  bearing  S.  per  compass,  distant  20  miles  ;  intended  to  pass  through  the  Straits  of  Le  Maire,  but 
wind  headed  me  off.     Kept  away  for  Cape  St.  John  ;  at  meridian  it  bore  E.  S.  E.,  distant  15  miles. 

Nov.  16.  Lat.  55°  20'  S. ;  long.  63°  00'  W.  Barometer,  29.0 ;  temperature  of  air,  40°  ;  of  water,  42°. 
Winds  :  calm,  W.,  S.  S.  W.     Begins  calm ;  middle,  fresh  breezes;  latter,  a  gale  with  snow  and  hail. 

Nov.  17.  Lat.  55°  30'  S.;  long.  62°  30'  W.  Barometer,  29.07;  temperature  of  air,  40°  ;  of  water, 
40°.  Winds:  S.  W.,  calm,  W.  Begins  hard  gale  ;  found  we  had  been  set  to  the  eastward  IJ  knots  the 
last  24  hours ;  middle,  calm ;  latter,  light  airs.     We  had  a  strong  set  to  the  N.  E.  this  day. 

Nov.  18.  Lat.  56°  40'  S. ;  long.  63°  12'  W.  Barometer,  28.88 ;  temperature  of  air,  42° ;  of  water,  42°, 
Winds :  W.,  S.  W.,  W.  S.  AV.    First  and  middle  part,  fine  weather  ;  latter,  hard  gale  from  W.  S.  W. 

Nov.  19.  No  observation.  Barometer,  29.15 ;  temperature  of  air,  41° ;  of  water,  42°.  Winds:  W. 
S.  W.,  W.  S.  W.,  W.  N.  W.     First,  hard  gale ;  middle  and  latter,  moderate  with  snow.     • 

Nov.  20.  Lat.  57°  00'  S.;  long.  66°  41'  W.  Barometer,  29.29;  temperature  of  air,  40°;  of  water, 
44°.     Winds  :  W.  N.  W.,  W.  S.  W.,  E.     First  and  middle,  fresh  breezes;  latter,  moderate. 

Nov.  21.  Lat.  57°  00'  S.;  long.  71°  40'  W.  Barometer,  29.29;  temperature  of  air,  38°;  of  water, 
42°.  Winds:  E.N.E.,E.N.E.,  S.E.  First  part,  thick  snow  storm ;  middle,  snow  storm ;  latter  part,  heavy 
snow.     Point  Blancard  just  in  sight  astern. 

Nov.  22.  Lat.  56°  25'  S. ;  long.  74°  22'  W.  Barometer,  29.28 ;  temperature  of  air,  40° ;  of  water, 
42°.     Winds :  S.  E.,  S.  E.,  S.     Fine  weather  and  smooth  sea. 

Nov.  23.  Lat.  54°  26'  S.;  long.  76°  30'  W.  Barometer,  29.70;  temperature  of  air,  42°;  of  water, 
44°.  Winds :  S.  W.,  S.  W.,  W.  S.  W.  First  part  moderate,  with  squalls  of  snow  and  hail ;  middle  and 
latter  parts,  moderate. 


606  THE  WIND  AXD  CURRENT  CHARTS. 

Nov.  24.  Lat.  52°  07'  S.;  long.  78°  36'  W.  Barometer,  29.96 ;  temperature  of  air,  48° ;  of  water,  48°. 
"Winds :  W.  S.  W.,  S.  W.,  S.  W.     Sky  overcast ;  wind  increasing ;  middle  and  latter  parts,  moderate. 

Nov.  25.  Lat.  50°  59'  S. ;  long.  80°  30'  W.  Barometer,  30.07 ;  temperature  of  air,  52°  ;  of  water,  48°. 
Winds :  S.  S  W.,  E.  S.  E.,  E.  S.E.     Light  winds  and  pleasant. 

Brig  Tigris  (0.  Ilowe),  Salem  to  San  Francisco,  from  Cape  St.  Eoque,  32  days. 

Nov.  14,  1850.  Lat.  50°  32'  S.;  long.  61°  52'  W.  Temperature  of  air,  57°  ;  of  water,  48°.  Winds: 
W.  by  S.,.S.  W.,  and  W.  by  S.     Strong  gales  and  cloudy. 

Nov.  15.  Lat.  51°  58'  S.;  long.  64°  16'  W.  Temperature  of  air,  51°;  water,  48".  Winds:  W., 
N.N.  W.,  and  W.N.  W.     Strong  winds  and  large  sea.     Current,  S.  51°  E.,  48  miles. 

Nov.  16.  Lat.  53°  35'  S. ;  long.  63°  50'  W.  Temperature  of  air,  50° ;  of  water,  48°.  Winds : 
W.  N.  W.,  W.  by  N.,  W.  N.  W.  First  part,  strong  winds  and  clear;  middle  part,  heavy  gale.  Current,  E., 
24  miles. 

Nov.  17.  Lat.  55°  12'  S.;  long.  63°  41' W.  Temperature  of  air,  50°;  of  water,  48°,  Winds: 
W.  S.  W.,  W.  N.  W.,  and  variable.  Fresh  breezes,  and  cloudy,  squally  weather;  at  5  A.M.  made  Staten 
Land.     Current,  E.,  24  miles. 

Nov.  18.  Lat.  56°  09'  S.;  long.  65°  00'  W.  Current,  E.,  20  miles.  Temperature  of  air,  50°  ;  of  water, 
47°.     Winds:  W.,  N.  W.,  and  W.     Light  breezes  and  cloudy ;  latter  part,  fresh  breezes. 

Nov.  19.  Lat.  56°  41'  S.;  long.  65°  57'  W.  Temperature  of  air,  51°;  of  water,  47°.  Winds:  W., 
N.  W.,  and  W.  N.  W.     Fresh  gales  and  squally ;  at  9  A.  M.  wind  hauled  to  N.  W. 

Nov.  20.  Lat.  57°  00'  S. ;  long.  65°  48'  W.  Temperature  of  air,  50°  ;  of  water,  47°.  Winds :  W.  by  S., 
W.  N.  W.,  and  N.  W.    Heavy  gales,  with  lightning. 

Nov.  21.  Lat.  56°  55'  S.;  long.  65°  46'  W.  Temperature  of  air,  48°;  of  water,  48°.  Strong  gales 
and  squally,  with  rain ;  middle  part,  more  moderate,  and  calm  ;  latter  part,  gales  and  rain. 

Nov.  22.  Lat.  56°  26' S. ;  long.  68°  00' W.  Current,  E.,  21  miles.  Temperature  of  air,  51°  ;  of  water, 
47°.     Winds:  N.  W.,  W.,  and  S.  W.     Strong  gales  and  heavy  sea. 

Nov.  23.  Lat.  57°  43'  S. ;  long.  69°  08'  W.  Current,  E.,  24  miles.  Winds :  N.  W.,  W.,  and  S.  W. 
Temperature  of  air,  51°;  of  water,  47°.  Hard  gales.  Cape  Horn  bearing  north,  25  miles.  Chronometer 
is  right. 

Nov.  24.  Lat.  57°  17'  S. ;  long.  71°  30'  W.  Temperature  of  air,  45° ;  of  water,  44°.  Winds :  W.  by  S., 
N.  W.,  and  N.  W.     Strong  gales  and  cloudy,  with  rain. 

Nov.  25.  Lat.  57°  17'  S.;  long.  72°  28'  W.  Temperature  of  air,  44°;  of  water,  42°.  Winds:  W., 
W.  N.  W.,  and  W.  N.  W.     Hard  gales  and  squally,  with  hail  and  snow. 

Nov.  26.  Lat.  59°  31'  S. ;  long.  74°  57'  W.  Temperature  of  air,  45° ;  of  water,  42°.  Winds : 
W.  N.  W.,  N.  W.,  and  N.     Heavy  gales  and  squally,  with  hail  and  snow. 

Nov.  27.  Lat.  59°  10'  S.;  long.  76°  24'  W.  Temperature  of  air,  45°;  of  water,  43°.  AVinds: 
N.  N.  W.,  W.  S.  W.,  and  S.  W.     Strong  gales  and  .squalls,  with  rain. 


CAPE  HORN  TRACKS.  607 

Nov.  28.  Lat.  57°  50'  S. ;  long.  76°  30'  W.  Current,  E.,  24  miles.  Temperature  of  air,  45° ;  of 
water,  44°.     Winds :  W.,  S.  W.,  and  W.    Strong  gales  and  hard  squalls,  with  snow  and  sleet. 

Nov.  29.  Lat.  56°04'S.;  long.  78°  56' W.  Current,  E.,  26  miles.  Temperature  of  air,  46° ;  of 
water,  44°.     Winds :  S.  W.  by  S.,  S.  S.  W.,  and  S.     Fresh  breezes,  and  squalls  of  snow  and  hail. 

Nov.  30.  Lat.  53°  46'  S.;  long.  80°  41'  W.  Current,  E.,  24  miles.  Temperature  of  air,  49°;  of 
water,  45°.    Winds :  S.,  S.  S.  W.,  and  S.  W.    Fresh  breezes  from  the  S.  W.,  and  snow  squalls. 

Dec.  1.  Lat.  52°  20'  S. ;  long.  81°  33'  W.  Current,  E.,  24  miles.  Temperature  of  air,  53° ;  of  water, 
47°.     Winds:  S.  W.,  S.,  and  S.  by  E.    Light  breezes  and  cloudy  weather. 

Dec.  2.  Lat.  50°  05'  S.;  long.  81°  40'  W.  Temperature  of  air,  52°;  of  water,  48°.  Winds: 
E.  S.  E.,  E.,  and  E.  by  S.     Moderate  winds  and  cloudy  weather. 

Ship  Revere  (Charles  W.  Hamilton),  Boston  to  California,  62  days  out. 

Nov.  16,  1852.  Lat.  49°  24'  S. ;  long.  52°  41'  W.  Barometer,  29.31  ;  temperature  of  air,  40°. 
Winds:  N.  N.  W.,  W.  N.  W.,  W.  First  part,  moderate;  middle  and  latter,  squally,  with  gales  of  snow 
and  hail. 

Nov.  17.  Lat.  50°  48'  S.;  long.  52°  51'  W.  Barometer,  29.36;  temperature  of  air,  40°.  Winds: 
W.,  W.  S.  W.,  W.  by  N. ;  squally,  with  gales  of  snow  and  hail. 

Nov.  18.  Lat.  51°  49'  S.;  long.  55°  19'  W.  Barometer,  29.26;  temperature  of  air,  40°.  Winds: 
W.  by  N.,  W.  N.  W.,  N.  W. ;  baffling  and  squally  weather. 

Nov.  19.  Lat.  53°  49'  S.;  long.  56°  04'  W.  Barometer,  30.1 ;  temperature  of  air,  40°.  Winds: 
N.  W.  by  W.,  W.,  W. ;  changeable  and  squally,  with  heavy  sea  from  S.  S.  W. 

Nov.  20.  Lat.  58°  40'  S. ;  long.  86°  13'  W.  Barometer,  29.23  ;  temperature  of  air,  48°.  Winds : 
W ,  N.  N.  W.,  S.  W.  by  S. ;  weather  changeable ;  ends,  light  airs  and  rain. 

Nov.  21.  Lat.  55°  04'  S.;  long.  60°  47'  W.  Barometer,  29.28;  temperature  of  air,  40°.  Winds': 
S.  W.  by  S.,  N.  to  N.  W.,  N.  W. ;  light  breezes  and  light  rain ;  middle,  calm;  latter,  airs. 

Nov.  22.  Lat.  55°  46' S.;  long.  64°  32' W.  Barometer,  29.26 ;  temperature  of  air,  40°.  Winds: 
N.  W.,  S.  to  S.  S.  E.,  S.  S.  E. ;  changeable  and  cloudy,  with  snow  squalls,  calms,  and  baffling  airs. 

Nov.  23.  Lat.  56°  43'  S. ;  long.  66°  19'  W.  Barometer,  29.28  ;  temperature  of  air,  40°.  Winds: 
S.  S.  E.  to  S.  W.,  W.,  W.  S.  W ;  changeable  and  baffling ;  made  Staten  Land,  distant  about  50  or  60 
miles ;  had  a  current  in  our  favor  for  last  48  hours. 

Nov.  24.  Lat.  57°  58'  S. ;  long.  %&°  09'  W.  Barometer,  29.30  Winds  :  W.  S.  W.,  S.  W.,  S.  S.  W. ; 
strong  breezes  and  squally,  rain,  hail,  and  snow. 

Nov.  25.  No  observation.  Barometer,  30.12.  Winds :  S.  S.  W.,  S.  S.  W.,  S.  W. ;  changeable 
weather  ;  made  the  land  off  Cape  Horn,  bearing  north. 

Nov.  26.  Lat.  56°  48'  S. ;  long.  67°  54'  W.  Barometer,  30.12.  Winds :  W.  S.  W.,  S.  W. ;  calm  and 
baffling  airs,  light  breezes  and  fine  weather. 


608  THE  WIND  AND   CURRENT  CHARTS. 

Nov.  27.  Lat.  57°  42'  S. ;  long.  70°  24'  W.  Barometer,  29.34.  Winds :  E.,  W.  N.  W.,  N.  K  W. 
First  part,  light  breezes  and  pleasant ;  middle,  fresh  ;  latter,  moderate ;  cloudy  and  foggy  weather. 

Nov.  28.  Lat,  28°  45'  S.;  long.  73°  23'  W.  Barometer,  29.21.  Winds:  W. N.  W.  throughout ; 
fine  breezes  and  squally. 

Nov.  29.  Lat.  59°  08'  S.;  long.  74°  33'  W.  Barometer,  29.19.  Winds:  W.N.W.,  W.,  W.  S.  W. 
to  N.  W. ;  baffling  airs  and  squally,  with  snow,  hail,  and  rain. 

Nov.  30.  Lat.  58°  56'  S.;  long.  74°  37'  W.  Barometer,  29.23.  Winds:  N  W.  and  calm,  calm  and 
S.  S.  W. ;  changeable  airs  and  calms,  and  squally  appearances. 

Dec.  1.  Lat.  56°  23'  S. ;  long.  76°  45'  W.  Current,  E.  by  N.,  24  miles.  Barometer,  29.35.  Winds : 
baffling,  S.  S.  W.,  S.  W.  by  W.,  W.S.W. ;  variable  airs;  squalls  of  snow,  hail,  and  rain. 

Dec.  2.  Lat.  55°  11'  S. ;  long.  77°  48'  W.  Current,  S.  by  E.  16  miles.  Barometer,  29.36.  Winds : 
baffling,  W.  S.  W.,  S.  S.  W.,  S. ;  variable  breezes  and  calm ;  latter,  good  breezes. 

Dec.  3.  Lat.  53°  04'  S.;  long.  80°  06'  W.  Barometer,  30.  Winds:  S.  by  W.  to  S.  W.,  S.E.,  E.  to 
N.  E. ;  variable  airs  and  cloudy. 

Dec.  4.  Lat.  50°  54'  S.;  long.  83°  29'  W.  Current,  S.W.  by  S.,  37  miles.  Winds:  N.E.,  S.E., 
S.  W.;  variable  breezes,  and  cloudy,  rainy  weather. 

Adelaide  Metcalfe  (George  Scott). 

Dec.  4,  1853.  Lat.  45°  09'  S. ;  long.  53°  42'  W.  Barometer,  29.55 ;  temperature  of  air,  52° ;  of  water, 
49»°;  water,,  at  10  feet  6  inches  depth,  49^°.  AVinds  :  W.  S.  W.,  W.  S.  W.,  N.  W.  First  and  middle, 
moderate  and  clear ;  latter,  light  airs,  calm  and  rainy.  At  8  P.  M.  water  64°,  and  at  9  A.  M.  as  per  log. 
I  think  it  very  singular,  so  great  a  change  from  cold  to  warm,  and  the  reverse,  when  we  have  made  so 
little  distance.  Saw  one  patch  of  kelp.  The  water  has  the  appearance  of  being  shoal,  and  has  most  of  the 
time  for  several  days.  At  12  M.  the  barometer  down  to  29.44,  and  falling  slowly ;  think  it  indicates 
northerly  winds ;  no  observations. 

Dec.  5.  Lat.  46°  01'  S.;  long.  54°  02'  W.  Current,  E.N.  E.,  |  knot  per  hour.  Barometer,  29.49; 
temperature  of  air,  52°;  of  water,  51^°;  water,  at  10  feet  6  inches  depth,  51  J°.  Winds:  N.  N.  W., 
S.  E.,  N.  E.  First  and  last  parts,  cloudy  at  times,  some  rain;  wind  baffling,  but  averaging  as  per  log: 
middle  part,  clear ;  barometer  has  varied  several  times,  and  the  water  from  2°  to  3°  ;  twice  saw  several 
patches  of  kelp ;  most  of  the  time  a  bad  sea  from  southward :  ends  clear,  and  very  light  airs  from  N.  N.  W. 
Think  my  D.  R.  was  wrong  yesterday. 

Dec.  6.  Lat.  47°  07'  S.;  long.  55°  04°  W.  Barometer,  29.66;  temperature  of  air,  47°;  of  water, 
471° ;  water,  at  10  feet  6  inches  depth,  47|°.  Winds :  W.,  W.  S.  W.,  N.  N.  W.  All  this. day  moderate 
and  cloudy,  with  smooth  sea;  no  observation;  saw  some  sea-weed  and  kelp.  First  part,  barometer 
stationary  at  29.46;  middle,  rose  as  per  log,  and  so  remained  until  11  A.  M.,  then  fell. 

Dec.  7.  Lat.  48°  32'  S. ;  long.  57°  44'  W.  Barometer,  29.57  ;  temperature  of  air,  45° ;  of  water,  44° ; 
water,  at  10  feet  6  inches  depth,  44°.     Winds :  N.  N.  W.,  W.  N.  W.,  S.     Commences  moderate  ;  barometer 


CAPE  HORN  TRACKS.  609 

falling;  at  4  P.  M.  strong  breeze,  barometer  29.45,  and  stationary;  middle  part,  moderate,  barometer 
stationary ;  at  4  A.  M.  tacked  to  the  westward ;  latter  part,  moderate,  barometer  rising  fast,  at  noon  stood  at 
29.77 ;  ends,  fine  clear  weather,  and  bad  sea  from  S.  W. ;  saw  much  kelp  and  sea-weed  at  6  P.  M.,  and  until 
8  P.  M.  the  water  had  the  peculiar  green  appearance  it  usually  has  on  soundings,  so  much  so  that  it  was 
noticed  by  every  person  on  board. 

Dec.  8.  Lat.  49°  06'  S. ;  long.  59°  03'  W.  Current,  W.  N.  W.,  J  knot  per  hour.  Barometer,  29.87 ; 
temperature  of  air,  48° ;  of  water,  46° ;  water,  at  10  feet  6  inches  depth,  46°.  Winds :  calm,  W.  N.  "W., 
W.  All  this  day  fine  clear  weather;  middle  part,  barometer  rising  ;  at  4  A.  M.  stood  at  29.92  ;  at  noon, 
29.81,  and  falling  slowly ;  saw  kelp  and  sea-weed ;  latter  part,  water  has  the  appearance  of  being  very 
shoal. 

Dec.  9.  Lat.  50°  35'  S. ;  long.  61°  20'  W.  Current,  W.  S.  W.,  f  knot  per  hour.  Barometer,  29.43 ; 
temperature  of  air,  48° ;  of  water,  46^° ;  water,  at  ID  feet  6  inches  in  depth,  46^°.  Winds :  N.  W.,  N.  W., 
W.  S.  W.  First  part,  moderate;  middle,  strong  breeze;  latter  part,  light  airs.  First  part,  barometer 
falling,  and  so  continues  to  do  until  midnight,  when  it  stood  at  29.43,  and  has  so  remained  since ;  at  4  P.  M. 
(the  water  still  having  the  appearance  of  being  very  shoal)  hove  to,  to  get  a  cast  of  the  lead,  but  did  not 
get  bottom  with  60  fathoms ;  at  10  A.  M.  made  the  Jason  Islands,  bearing  S.  by  E.  by  compass,  distant  25 
or  30  miles  ;  saw  much  kelp  and  sea-weed  and  one  right  whale. 

Dec.  10.  Lat.  52°  S.;  long.  61°  55'  W.  Barometer,  29.20;  temperature  of  air,  47°;  of  water,  46°; 
water,  at  10  feet  6  inches  depth,  46°.  Winds:  W.,  N.  W.,  W.  S.  W.  First  part,  fine  weather  and 
moderate,  barometer  falling;  middle,  strong  breeze,  barometer  at  midnight,  29.20,  and  stationary;  latter 
part,  fresh  gales;  saw  a  great  number  of  whales,  and  much  kelp  and  sea- weed. 

Dec.  11.  Lat.  52°  12'  S. ;  long.  62°  W.  Current,  N.  N.  E.,  |  knot  per  hour.  Barometer,  29.38; 
temperature  of  air,  42°;  of  water,  46^°;  water,  at  10  feet  6  inches  depth,  46°.  Winds:  W.  S.  W.,  calm, 
calm.  First  four  hours,  strong  gales  and  very  heavy  sea.  From  4  P.  M.  until  8  P.  M.  little  more  moderate ; 
middle  and  latter  parts,  calm,  and  light  baffling  airs  all  round  the  compass.  First  part,  barometer  rose  .18, 
and  has  remained  stationary  since;  saw  several  whales,  and  much  kelp  and  weed. 

Dec.  12.  Lat.  53°  40'  S.;  long.  65°  17'  W.  Barometer,  29.1 ;  temperature  of  air,  44° ;  of  water,  43  J° ; 
water,  at  10  feet  6  inches  depth,  43' °.  Winds :  calm,  N.  W.,  W.  All  this  day  clear  weather;  middle  and 
latter  part,  light  winds;  saw  much  weed  and  several  whales;  latter  part,  barometer  falling. 

Dec.  13.    In  Straits  of  Le  Maire.     Barometer,  28.85;  temperature  of  air,  44°;  of  water,  44°;  water, 

at  10  feet  6  inches  depth,  44°.     Winds :  W., .,  N.  W.     First  and  last  part,  moderate  breeze,  clear  and 

rainy  alternately;  middle  part,  calms,  heavy  squalls  of  two  or  three  minutes'  duration,  and  the  wind  all  round 
the  compass.  At  8  P.  M.  made  Staten  Land  to  the  S.  S.  W. ;  at  noon,  Cape  Good  Success  bore  W.  by  S., 
distant  6  miles.    Barometer  falling  steadily;  saw  several  whales. 

Dec.  14.  No  observation.  Barometer,  28.73  ;  temperature  of  air,  36J°  ;  of  water,  41° ;  water,  at  10 
feet  6  inches  depth,  41°,  Winds:  N.  W.,  W., S.W.  First  six  hours,  good  breeze  from  N.W.;  next  ten 
77 


610  THE  WIND  AND  CURRENT  CHARTS. 

hours,  fresh  gales,  as  per  log,  with  occasional  short  spells  of  calms;  at  4  A.M.  commenced  a  heavy  gale 
from  S.  W.,  attended  with  snow,  rain,  and  hail,  and  bad  sea ;  wore  ship  to  the  W.  N.  W. ;  barometer  sta- 
tionary, as  per  log. 

Dec.  15.  No  observation.  Barometer,  29.10;  temperature  of  air,  37°;  of  water,  42°;  water,  at  10  feet 
6  inches  depth,  42°.  Winds :  S.  W.,  S.  S.  W.,  south.  First  part,  very  heavy  gales,  barometer  rising;  middle 
part,  tremendous  gale;  latter  part,  moderate;  made  sail  and  wore  to  the  W. S.  W.;  at  10  A.M.  made  Staten 
Land  to  the  N.N.  W.,  distant  18  miles,  barometer  rising.  All  through  the  day  thick  weather,  snow,  rain, 
and  hail. 

Dec.  16.  No  observation.  Barometer,  29.25 ;  temperature  of  air,  42° ;  of  water,  44° ;  water,  at  10 
feet  6  inches  depth,  44°.  Winds:  S.,  calm,  N.  N.  E.  First  part,  light  winds  and  clear  weather;  middle, 
calm ;  latter,  moderate  breeze  and  tbick  rainy  weather,  with  very  heavy  swell  from  the  eastward.  First  part, 
barometer  rising,  and  middle  part  up  to  29.39 ;  at  2  i\.  M.  started  down ;  at  9  A.  M.,  as  per  log,  and  at 
noon  29.14,  and  still  falling. 

Dec.  17.  No  observation.  Barometer,  29.03;  temperature  of  air,  39|°;  of  water,  40J°:  water,  at  10 
feet  6  inches  depth,  40°.  Winds:  N. N.  W.,  W., S.  W. ;  first  three  hours  rainy,  and  wind  from  N.N. E.; 
barometer  falling  from  that  time  until  10  A.  M. ;  wind  veering  nearly  every  hour  from  W.  to  S.  by  W., 
with  strong  breeze,  light  airs,  and  calms,  and  the  weather  looking  most  of  the  time  very  dirty,  attended 
with  drizzling  rain,  sleet,  snow,  and  hail.  At  10  A.  M.  wind  jumped  suddenly  to  S.  S.  E. :  at  midnight, 
barometer  29.91,  and  stationary  at  9  A.  M.,  as  per  log;  and  at  noon  29,15,  and  rising  fast. 

Dec.  18.  Lat.  56°  43'  S.;  long.  66°  02'  W.  Current,  N.E.,  62  miles  in  two  days.  Barometer,  29.5 ; 
temperature  of  air,  42° ;  of  water,  42°  ;  water,  at  10  feet  6  inches  depth,  41°.  Winds :  S.  S.  W.,  W.  S.  W., 
N.  N.  W.;  first  four  hours  strong  squalls,  with  snow  and  rain  ;  middle  part,  light  and  baffling,  with  very 
fine  weather;  latter  part,  strong  breeze  and  cloudy.  First  part,  barometer  rising  fast;  at  10  A.  M.  near 
29.67  ;  latter  part,  falling. 

Dec.  19.  Lat.  57°  51'  S.;  long.  67°  18'  W.  Current,  N.  E.  by  E.,  1  knot  per  hour.  Barometer, 
29.14;  temperature  of  air,  42°;  of  water,  41°;  water,  at  10  feet  6  inches  depth,  41°.  Winds:  N.  W.  by  W., 
W.,  W.  First  and  middle  parts,  strong  gales,  most  of  the  time  rain,  hail,  and  snow;  mercury  fluctuating 
several  times,  but  rising. 

Dec.  20.  Lat.  58°  01'  S. ;  long.  67°  10'  W.  Current,  N.  E.,  |  knot  per  hour.  Barometer,  29.54; 
temperature  of  air,  39°;  of  water,  40^°;  water,  at  10  feet  6  inches  depth,  40°.  Winds:  S.  W.  by  W., 
S.  S.  W.,  S.  W.  First  part,  fresh  gales  and  heavy  squalls,  with  snow,  rain,  and  hail;  middle,  heavy  gales 
at  8  A.  M. ;  latter  part,  very  light;  all  this  day  mercury  rising  steadily. 

Dec.  21.  Lat.  58°  01'  S. ;  long.  66°  42'  W.  Current,  E.  N.  E.,  IJ  knot  per  hour.  Barometer,  29.5 ; 
temperature  of  air,  41° ;  of  water,  40i°  ;  water,  at  10  feet  6  inches  depth,  40|°.  Winds :  W.  by  S.,  W.  S.  W., 
W. ;  all  this  day  light  airs  and  baffling,  and  fine  weather,  with  heavy  swell  from  westward  ;  mercu7-y  very 
steady;  at  10  A.  M.  light  breeze  from  the  eastward. 

Dec.  22.    No  observation.    Barometer,  29.41;  temperature  of  air,  41°;  of  water,  42°;  water,  at  10 


CAPE   HORN   TRACKS.  611 

feet  6  inches  depth,  42°.  Winds :  E.  by  N.,  E.  by  N.,  E  by  S. ;  all  this  day  moderate  breezes  and  cloudy 
weather;  mercury  fell  a  little  the  first  part. 

Dec.  23.  Lat.  56°  24'  S. ;  long.  75°  19'  W.  Current,  E.  by  S.,  |  knot  per  hour.  Barometer,  29.53 ; 
temperature  of  air,  40°  ;  of  water,  42^° ;  water,  at  10  feet  6  inches  depth,  42°.  Winds  :  E.  by  S.,  E.  by  S., 
E.  S.  E. ;  all  this  day,  moderate;  last  two  hours  clear,  and  mercury  rising  slowly.  Thus  far,  I  think  the 
barometer  has  been  an  infallible  guide  as  to  the  weather. 

Dec.  24.  Lat.  54°  50'  S. ;  long.  78°  06'  W.  Barometer,  29.65;  temperature  of  air,  40°;  of  water, 
44°;  water,  at  10  feet  6  inches  depth,  44°.  Winds:  E.,  E.  K  E.,  K  E.;  all  this  day  light  breezes  and 
cloudy.  First  part,  mercury  rising ;  middle  part,  29.74 ;  latter  part,  falling  slowly,  and  wind  hauling  to 
the  north. 

Dec.  25.  Lat.  53°  09'  S. ;  long.  79°  08'  W.  Barometer,  29.47  ;  temperature  of  air,  45° ;  of  water, 
45° ;  water,  at  10  feet  6  inches  depth,  45  J°.  Winds :  N.  N.  E.,  N.  N".  E.,  calm,  W.  First  twelve  hours 
good  breeze  and  rainy  weather;  next  four  hours  calm ;  latter  part,  light  breeze  and  cloudy. 

Dec.  26.  Lat.  52°  19'  S. ;  long.  79°  04'  W.  Barometer,  29.44 ;  temperature  of  air,  46° ;  of  water, 
47 J° ;  water,  at  10  feet  6  inches  depth,  47-J°._  Winds :  N.  W.,  W.,  W.  First  part,  fresh  gales ;  middle  and 
latter  parts,  more  moderate,  but  squally. 

Dec.  27°.  No  observation.  Barometer,  29.7  ;  temperature  of  air,  49°  ;  of  water,  48J° ;  water,  at  10 
feet  6  inches  in  depth,  48°.  Winds :  W.,  W.  by  S.,  W.  N.  W. ;  all  this  day  strong  breezes ;  middle  and 
latter  parts,  rainy ;  mercury  rising  steadily.     I  intend  to  touch  at  Juan  Fernandez. 

Ship  Flying  Fish  (Edward  C.  Nickels),  New  York  to  San  Francisco,  48  days  out. 

Dec.  18,  1852.  Lat.  48°  15'  S. ;  long.  63°  39'  W.  Barometer,  29.78 ;  temperature  of  air,  51° ;  of 
water,  50°.     Winds :  S.  W.,  S.  W.,  N.  N.  E.     Wind,  fresh ;  middle  and  latter,  light. 

Dec.  19.  Lat.  51°  11'  S. ;  long.  64°  54'  W.  Barometer,  29.90 ;  temperature  of  air,  48° ;  of  water, 
46°.    Winds:  N.  N.  E.  to  N.  N.  W.,  N.  to  N.  W.,  S.  W.     Moderate  and  cloudy ;  latter,  clear. 

Dec.  20.  Lat.  54°  56'  S. ;  long.  65°  07'  W.  Barometer,  29.50 ;  temperature  of  air,  47° ;  of  water, 
46°.     Winds :  S.  W.,  S.  S.  W.  to  W.,  Avesterly.    First  part,  clear  and  pleasant ;  latter,  cloudy. 

Dec.  21.     Lat.  55°  16'  S. ;  long. .     Temperature  of  air,  52° ;  of  water,  45°.     Winds:  S.,  E.,  N. 

First  part,  light  airs,  passed  through  Straits  of  Le  Maire;  middle,  nearly  calm;  latter  part,  fresh  N.  E. 
breezes  with  fog,  Staten  Land  bearing  N.  by  W.,  true  distance  28  miles. 

Dec.  22.    Lat.  56°  06'  S. ;  long. .    Winds :  N.  W.  to  N.  E.,  N.  E.,  N.  E.     First  part,  light  airs ; 

middle  and  latter  parts,  passed  Cape  Horn  bearing  N.  J  E.,  distant  7  miles ;  foggy. 

Dec.  23.  Lat.  55°  08'  S. ;  long.  74°  29'  W.  Barometer,  29.30  ;  temperature  of  air,  45° ;  of  water, 
43°.  Wind  :  N.  E.  throughout.  Fresh  breezes,  and  foggy ;  St.  Ildefonso  Island  bearing  N.  E.  by  N.,  18 
miles. 

Dec.  24.     Lat.  51°  55'  S.;  long.  79°  35'  W.     Temperature  of  air,  45° ;  of  water,  45.°      Winds:  E., 


612  THE  WIND  AND   CUKEENT  CHARTS. 

bafHing,  N.  E.     First  part,  fresh  winds  and  thick  weather ;  middle,  light  baffling  breezes  and  showers ; 
latter  part,  N.  B.  wind. 

Dec.  25.  Lat.  49°  15'  S.;  long.  80°  08'  W.  Barometer,  29.50;  temperature  of  air,  48°;  of  water, 
47°.  Winds:  N.,  W.,  W.  Strong  northwardly  winds  and  rain  ;  wind  suddenly  hauled  to  westward,  with 
light  rain. 

Sliip  John  Ollpin  (Justus  Doane),  New  York  to  Sau  Francisco,  46  days  out. 

Dec.  13.  Lat.  48°  40'  S. ;  long.  60°  36'  W.  Barometer,  29.32 ;  Winds :  W.,  W.  by  S.,  W.  by  S. 
Strong  breezes,  and  squally. 

Dec.  14.  Lat.  51°  05'  S. ;  long.  68°  58'  W.  Barometer,  29.10.  Winds :  W.  by  N.,  S.  S.  W.,  S.  S.  W. 
First  and  middle,   moderate ;  latter,  squalls  and  gales. 

Dec.  15.  Lat.  49°  50'  S. ;  long.  63°  02'  W.  Barometer,  29.65.  Winds:  S.  W.,  S.  W.,  S.  W.  by  S. 
nard  squalls  and  gales. 

Dec.  16.  Lat.  51°  07'  S. ;  long.  65°  12'  W.  Barometer,  29.55.  Winds:  S.S.  W.,  S.  W.,  W.  by  S. 
Light  baffling  airs,  and  calm. 

Dec.  17.  Lat.  53°  56'  S.;  long.  65°  10'  W.  Barometer,  29.55.  Winds:  W.  N.  W.,  W.  by  N.,  S.  S. 
W.     First  part,  light  breezes;  middle  and  latter,  gales. 

Dec.  18.  Lat.  55°  06'  S. ;  long.  64°  40'  W.  Barometer,  29.80.  Winds:  S.  W.  by  S.,  W.S.W., 
N.  W.  by  W.     First  part,  moderate ;  middle,  light ;  latter,  squalls,  with  rain. 

Dec.  19.  Lat.  56°  42'  S. ;  long.  66°  07'  W.  Barometer,  29.45 ;  temperature  of  air,  46°.  Winds : 
N.  W.  by  W.,  S.  W.  by  W.,  N.  W.  by  W.     Moderate  gales  and  puffy. 

Dec.  20.  Lat.  56°  20'  S. ;  long.  66°  32'  W.  Barometer,  29.95  ;  temperature  of  air,  42°.  Winds :  A¥. 
by  N.,  W.  by  S.,  S.  W.     First  and  middle,  gales,  with  hail,  rain,  and  snow ;  latter,  light. 

Dec.  21.  Lat.  56°  45'  S.;  long.  67°  20'  W.  Barometer,  29.62;  temperature  of  air,  43°.  Winds: 
S.  W.,  W.  N.  W.,  calm.     First  part,  light;  middle,  light  airs  and  calms;  latter,  calms  and  fog. 

Dec.  22.  Lat.  56°  20'.  S.;  long.  72°  10'  W.  Barometer,  29.45;  temperature  of  air,  46°.  Winds: 
E.  S.  E.,  E.  by  N.,  E.  by  N.    Light  breezes  and  hazy. 

Dec.  23.  Lat.  55°  48'  S.;  long.  79°  08'  W.  Barometer,  29.70 ;  temperature  of  air,  42°.  Winds: 
E.  by  N.,  E.  by  N.,  E.     Moderate  breezes  and  hazy. 

Dec.  24.  Lat.  53°  48' S.;  long.  83°  24'  W.  Barometer,  29.55 ;  temperature  of  air,  46°.  Winds: 
E.,  E.  N.  E.,  N.  N.  E.     First,  light  breezes ;  latter,  fresh  breezes  and  rainy. 

Dec.  25.  Lat.  51°  41'  S. ;  long.  84°  07'  W.  Barometer,  29.45 ;  temperature  of  air,  48°.  Winds  : 
W.  N.  W.,  N.,  N.  W.  First  part,  light ;  middle  part,  moderate ;  latter  part,  strong  breezes  and  rainy 
throughout. 

Dec.  26.  Lat.  48°  32'  S.;  long.  83°  40'  W.  Barometer  29.92;  temperature  of  air,  49°.  Winds: 
W.  N.  W.,  W.,  W.     Strong  breezes,  rainy  and  hazy  throughout. 


CAPE  HORN  TRACKS.  ,  618 

Ship  Wild  Pigeon  (W.  Putnam),  New  York  to  San  Francisco,  42  days  out. 

Dec.  9.  Lat.  49°  32'  S. ;  long.  65°  13'  W.  Barometer,  29.40 ;  temperature  of  air,  48° ;  of  water,  48°. 
Winds:  W.  N.  W.,  W.  N.  W.,  W.  S.  W.    Moderate  and  fair.     At  midnight  a  blow. 

Dec.  10.  Lat.  52°  09'  S.;  long.  65°  31'  W.  Barometer,  29.35;  temperature  of  air,  44°;  of  water, 
46°.  Winds:  W.  S.  W.,  S.  W.,  S.  W.  First,  moderate;  second,  strong  and  squally;  third,  a  gale  from 
southwest. 

Dec.  11.  Lat.  58°  08'  S.;  long.- 65°  08'  W.  Barometer,  29.45;  temperature  of  air,  40°;  of  water, 
45°.     Winds :  S.  W.  hauling  to  W.,  calm,  calm.    First  part,  blowing  hard ;  second  and  third  parts,  calm. 

Dec.  12.  Straits  of  Le  Maire.  Barometer,  28.90 ;  temperature  of  air,  45°  ;  of  water,  42°.  Winds: 
W.  S.  W.,  N.  W.,  calm.    First,  moderate  and  cloudy ;  second,  same ;  latter,  calm  and  cloudy. 

Dec.  13.  Lat.  56°  27'  S. ;  long.  65°  45'  W.  Barometer,  28.60.  Current,  easterly,  24  miles. '  Tem- 
perature of  air,  42° ;  of  water,  41°.  Winds  :  K,  N.  W.,  N.  W.  First,  light  winds.  At  10  P.  M.  a  white 
squall.     Second  and  third  parts,  moderate. 

Dec.  14.  Lat.  56°  28'  S.;  long.  66°  44'  W.  Barometer,  28.40.  Current,  easterly,  1\  mile.  Temper- 
ature of  air,  39°;  of  water,  41°.  Winds:  K  W.  and  variable,  S.  S.  E.,  S.  W.  First,  moderate;  middle 
and  latter,  squalls.    Gales,  hail,  rain,  and  snow. 

Dec.  15.  Lat.  56°  52'  S. ;  long.  66°  52'  W.  Barometer,  28.80 ;  current  easterly,  1  mile  per  hour ; 
temperature  of  air,  38°  ;  of  water  40°.  Winds :  S.  W.,  S.  S.  W.,  S.  E.  First  part,  hard  gale ;  second  part, 
blowing  in  hard  squalls ;  third  part,  moderate. 

Dec.  16.  Lat.  56°  59'  S.;  long.  68°  13'  W.  Barometer,  29.00;  current,  easterly,  J  mile  per  hour; 
temperature  of  air,  42° ;  of  water,  42°.  Winds :  calm,  calm,  N.  W.  First  and  second  parts,  calm ;  latter, 
moderate. 

Dec.  17.  Lat.  56°  52'  S. ;  long.  70°  24'  W.  Barometer,  28.75  ;  current,  easterly,  1  mile  per  hour. 
Winds :  N.  W.  by  W.,  S.  W.,  S.  S.  W.  First  part,  fresh  breezes  and  rainy ;  second  part,  hard  gale ;  third 
part,  moderate. 

Dec.  18.  Lat.  56°  21'  S.;  long.  72°  59'  W.  Barometer,  29.15;  current,  easterly,  1  mile  per  hour. 
Winds :  S.  W.,  W.,  W.  N.  W.     First  part,  light ;  second  part,  moderate  ;  third  part,  gale. 

Dec.  19.  Lat.  59°  20'  S. ;  long.  73°  29'  W.  Barometer,  29.10 ;  current,  easterly,  30  miles ;  temperature 
of  air,  40°  ;  of  water,  42°.  Winds :  W.  by  S.,  W.  S.  W.,  W.  K  W.  First  part,  gale ;  second  part,  gale ; 
third  part,  gale ;  rainy  throughout. 

Dec.  20.  Lat.  56°  24'  S. ;  long.  73°  42'  W.  Barometer,  29.15 ;  temperature  of  air,  43° ;  of  water,  42°. 
Winds :  S.  W.,  W.  S.  W.,  W.  First  part,  gale  and  rainy ;  second  part,  moderate  and  rain ;  third  part, 
moderate  and  fair. 

Dec.  21.  Lat.  56°  14'  S.;  long.  75°  58'  W.  Barometer,  29.40;  temperature  of  air,  45°;  of  water, 
44°.  Winds:  W.  N.  W.,  calm,  N.  E.  First  part,  light  breezes;  second  part,  calm  and  rainy;  third  part, 
moderate  and  fair. 

Dec.  22.    Lat.  55°  14'  S.;  long.  78°  43'  W.    Barometer,  29.25;  temperature  of  air,  47°;  of  water, 


614 


THE  WIND  AND  CUKRKNT  CHARTS. 


43°.  Winds :  N.  by  E.,  W,  N.  W.,  N.  E.  First  and  second  parts,  light  breezes  and  rainy ;  third  parts, 
moderate. 

Dec.  23.  Lat.  53°  07'  S. ;  long.  81°  35'  W.  Strong  easterly  current.  Barometer,  29.70  ;  temperature 
of  air,  46° ;  of  water,  44°.     Winds :  E.,  S.  E.  by  E.,  E.  S.  E. ;  moderate  and  rainy. 

Dec.  24.  Lat.  51°  35'  S.;  long.  84°  50'  W.  Current,  easterly,  45  miles.  Barometer,  29.40;  tempera- 
ture of  air,  45° ;  of  water,  44°.  Winds :  E.  by  S.,  N.  E.,  N.  W.  First  part,  moderate ;  second  part, 
baffling  winds  and  rainy;  third  part,  strong  breezes. 

Dec.  25.  Lat.  49°  05'  S.;  long.  84°  41'  W.  Barometer,  29.40;  temperature  of  air,  48°;  of  water, 
46°.     Winds:  W.,  W.  N.  W.,  K  W.;  moderate  and  rainy. 


Ship  John  Jay  (J.  B.  B.  Engleman),  New  Bedford  to  San  Francisco,  76  days  out. 

Dec.  12.     Lat.  48°  56'  S.;  long.  62°  53'  W.     Barometer,  29.40 ;  temperature  of  air,  48°;  of  water,  48°, 
Winds :  W.  by  K,  N.  to  N.  E.,  W.  N.  W. ;  light  and  baffling. 

Dec.  13.    Lat.  51°  01'  S.;  long.  65°  00'  W.    Barometer,  29.10;  temperature  of  air,  49°;  of  water, 
46°.     Winds :  N.  N".  E.,  N.,  IST. ;  moderate  and  pleasant. 

Dec.  14.     Lat.  52°  54'  S. ;  long.  64°  05'  W.    Barometer,  29,24 ;  temperature  of  air,  44° ;  of  water, 
44°.     Winds:  S.  S.  W.,  S.  W.,  S.  W.  to  W.  N.  W.;  moderate  and  pleasant. 

Dec.  15.    Lat,  54°  07'  S. ;  long.  64°  24'  W.     Barometer,  29.40 ;  temperature  of  air,  50° ;  of  water, 
45°.     Winds:  W.  S.  W.,  calm,  N.  N.  E.;  light  airs  and  middle  calm. 

Dec.  16.    Lat.  55°  24'  S. ;  long.  64°  20'  W.    Barometer,  29.20 ;  temperature  of  air,  48° ;  of  water, 
44°.     Winds :  N.  N.  W.,  N.  N.  W.,  N.  W. ;  light  breezes  and  pleasant. 

Dec.  17.    Lat.  55°  41'  S.;  long.  63°  30'  W.    Barometer,  29.28;  temperature  of  air,  47°;  of  water, 
42°.     Winds:  S.,  calm,  N.  W.  by  W.  to  W.    First  and  third  parts,  light;  middle,  calm. 

Dec.  18.     Lat.  56°  39'  S.;  long.  65°  40'  W.     Barometer,  28.65;  temperature  of  air,  40° 
39°.     Winds:  N.  N.  W.,  N.  by  W.,  N.  W.  by  W.     Strong  breezes  and  rainy. 

Dec.  19.     Lat.  56°  37'  S.;  long.  66°  00'  W.     Barometer,  28.77;  temperature  of  air,  41° 
40°.     Winds :  N.  N.  W.,  W,,  W,     Light  breezes  and  rainy. 

Dec.  20.     Lat.  56°  23'  S. ;  long.  67°  29'  W.     Barometer,  29.30  ;  temperature  of  air,  41° 
41°.     Winds :  W.,  N.  E.  to  E.  K  E.,  E.  N.  E.     First  part,  light ;  second  and  third  parts,  brisk 

Dec.  21.     Lat.  57°  04'  S. ;  long.  72°  29'  W.     Barometer,  29.23 ;  temperature  of  air,  38° 
.41°.     Winds:  E.N.  E.,E.]Sr.E.,  E.S.E.     Fresh  breezes  and  cloudy. 

Dec.  22.     Lat.  56°  03'  S.;  long.  75°  40'  W.    Barometer,  29.30;  temperature  of  air,  40° 
41°.     Winds :  S.  S.  E.  to  S.  by  W.,  S.  to  S.  W.,  S.  S.  W.    First  and  third  parts,  light;  second 

Dec.  23.     Lat.  55°  16'  S.;  long.  76°  30'  W.     Barometer,  29.30;  temperature  of  air,  42 
42°.     Winds:  S.  W.  to  S.  S.  W.,  S.  W.,  calm.    Light  breezes;  latter,  calm. 

Dec.  24.     Lat.  54°  52'  S.;  long.  77°  40'  W.     Barometer,  29.40;  temperature  of  air,  42°  ;  of  water, 
44°.     Winds:  S.,  calm,  calm.  .  First  part,  light  airs;  second  and  third  parts,  calm. 


;  of  water. 

;  of  water, 

;  of  water, 

breezes. 

;   of  water. 

;   of  water. 

,  moderate. 

;  of  water. 

CAPE  HORN  TRACKS. 


ei9 


Dec.  25.  Lat.  54°  25'  S.;  long.  79°  30'  W.  Barometer,  29.00;  temperature  of  air,  44°;  of  water, 
44°.     Winds:  N.  N.  W.,  N.  N.  W.,  S.  W.  by  W.     Strong  winds  and  squally. 

Dec.  26.  Lat.  52°  45'  S.;  long.  79°  07'  W.  Barometer,  29.00;  temperature  of  air,  44°;  of  water, 
44°.     Winds  :  W.  S.  W.,  W.  by  S.,  W.  by  S.     Strong  breezes  and  rainy. 

Dec.  27.  Lat.  51°  10'  S. ;  long.  79°  15'  W.  Barometer,  28.90;  temperature  of  air,  46°;  of  water, 
46°.     Winds  :  S.  S.  W.,  S.  W.,  N.  N.  W.    Fresh  gales  and  rainy. 

Dec.  28.  Lat.  49°  50'  S. ;  long.  78°  50'  W.  Barometer,  29.20 ;  temperature  of  air,  46° ;  of  water, 
46°.    Winds :  S.  S.  W.,  S.  W.,  N.  W.     Fresh  gales  and  rainy. 

Dec.  29.  Lat.  50°  56'  S.;  long.  79°  31'  W.  Barometer,,29.08 ;  temperature  of  air,  46°;  of  water, 
44°.     Winds :  N.  W.,  N.  W.  by  W.,  W.  S.  W.     Strong  gales  and  cloudy. 

Dec.  30.  Lat.  50°  35'  S.;  long.  79°  26'  W.  Barometer,  29.20 ;  temperature  of  air,  42° ;  of  water,  44°. 
Winds :  W.  S.  W.,  S.  W.,  S.  S.  W.    Hard  gales  and  cloudy  weather. 

Dec.  31.  Lat.  48°  04'  S. ;  long.  80°  07'  W.  Barometer,  29.40 ;  temperature  of  air,  44° ;  of  water,  46°. 
Winds :  W.  S.  W.,  W.  by  S.,  W.    First  and  second  parts,  strong  gales ;  latter,  moderate. 


Ship  Ansliss  (Milton  P.  Hedge),  Eichmond  to  San  Francisco,  25  days  from  Cape  St.  Eoque. 
Dec.  10,  1852.    Lat.  50°  16'  S.;  long.  62°  14'  W.     Winds:  W.  S.  W.,  W.,  and  W.  S.  W. 


Heavy 


gales. 


Dec.  11.     Lat.  50°  44'  S.;  long.  62°  22'  W.     Winds: 


W.  S.  W.,  S.  S.  W.,  and  S.  W. 


Moderate 


gales. 


Dec.  12.  Lat.  51°  37'  S. 

Dec.  13.  Lat.  53°  48'  S. 

Dec.  14.  Lat.  54°  30'  S. 

Dec.  15.  Lat.  54°  43'  S. 

Dec.  16.  Lat.  54°  58'  S. 

Dec.  17.  Lat.  55°  57'  S. 

Dec.  18.  Lat.  56°  42'  S. 

Dec.  19.  Lat.  57°  44'  S. 

Dec.  20.  Lat.  57°  57'  S. 

Dec.  21.  Lat.  57°  57'  S. 

Dec.  22.  Lat.  57°  10'  S. 

Dec.  23.  Lat.  56°  09'  S. 

Dec.  24.  Lat.  55°  02'  S. 

Dec.  25.  Lat.  54°  24'  S. 

Dec.  26.  Lat.  53°  00'  S. 

Dec.  27.  Lat.  51°  05'  S. 

Dec.  28.  Lat.  49°  24' S. 


long.  63°  19'  W. 
long.  65°  18'  W. 
long.  66°  28'  W. 


long.  63°  56'  W.    Winds:  W.,  N.  W.,  and  W.  S.  W.    Fresh  and  squally, 
long.  64°  30'  W.     Winds:  W.  S.  W.,  and  W.  N.  W.    Fresh  and  squally, 
long.  63°  00'  W.    Winds:  baffling.    Strong  breezes  and  heavy  gales, 
long.  62°  38'  W.     Winds :  S.  E.,  S.,  and  N.    Light  breezes  and  rain, 
long.  63°  08'  W.     Baffling  winds. 

Winds :  N.,  S.  W.,  and  W.  S.  W.    Light  winds  and  rain. 

Winds :  S.  W.  and  N.  W.    Light  winds  and  rain. 

Winds :  N.  W.,  W.,  and  W.     Heavy  gales, 
long.  66°  53'  W.     Wind  :  W.    Light  breeze, 
long.  67°  06'  W.-   Winds :  W.,  S.  W.,  E.  N.  E.     Light  breezes, 
long.  71°  58' W.     Wind:  E.  by  K     Strong  breezes, 
long.  77°  20'  W.     Winds  :  E.  by  N.,  E.  S.  E.,  E.  S.  E.     Strong  breeze, 
long.  80°  30'  W.     Winds :  E.  S.  E.,  E.,  N.  N.  E.     Strong  breeze. 
long.  82°  30'  W.     Winds :  N.  N.  E.,  W.,  and  W.  N.  W.    Heavy  gales, 
long.  81°  00'  W.     Winds :  N.  W.,  N.  W.,  and  W.    Strong  gales, 
long.  79°  38'  W.    Winds :  baffling.    Strong  winds  and  squally,  with  rain, 
long.  78°  34'  W.    Wind  :  W.N.  W.    Strong  breezes  and  squally,  with  rain. 


616  THE  WIND  AND  CURRENT  CHARTS. 

I  have  given  such  copious  extracts,  with  regard  to  the  Cape  Horn  passage,  because  I  wanted,  by  prac- 
tical illustrations  and  example,  to  impress  navigators  with  a  correct  estimate  as  to  its  difficulties. 

And,  still  further  to  illustrate  this  route,  the  following  table  of  Cape  Horn  crossings  has  been  pre- 
pared. It  shows  the  crossings  according  to  the  month;  it  shows  the  time  from  the  parallel  of  St.  Eoque 
to  the  parallel  of  50°  S.  in  the  Atlantic  ;  the  longitude  in  which  each  vessel  crossed  the  parallel  of  50°,  53°, 
and  56°  S.,  east  of  the  Horn;  then,  as  the  course  is  west,  it  shows  the  parallels  upon  which  the  meridians  of 
67°,  71°,  and  73°  W.  are  crossed.  Thence  the  course  is  to  the  northward  again,  and  the  table  shows  the 
meridians  upon  which  the  parallels  of  55°,  53°,  and  50°  S.,  in  the  Pacific,  are  crossed. 

The  last  column  shows  the  time  from  lat.  50°  in  the  Atlantic  to  the  same  parallel  in  the  Pacific,  which 
is  generally  the  difficult  part,  and  always  the  turning  point  of  the  passage. 


CAPB  HORN  CEOSSIXGS. 


617 


Ca'pe.  Horn  Crossings. 


TEOM 

LONGITUDE  OF  CBOSSINO 

LATITUDE  OF  CBOSSINO 

lOKOITUDE  OF  CROSSING 

FROM  50° 

PARAL- 

PARALLELS   EAST  OF 

MERIDIANS  SOUTH  OF 

PARALLELS  WEST  OF 

S.   IN  THE 

NAME  OF  TESSEl. 

LEL  o; 

CAPE  HORN 

CAPE  HORN 

CAPE  HORN. 

ATLANTIC 

ST. 
EOdUB 

TO  50°  S. 

IN  THE 

TO  50°  S. 

50°  S. 

53°  S. 

56°  S. 

67°  W. 

71°  W. 

75°  W. 

55°  S. 

63°  S. 

50°  S. 

PACIFIC. 

Days. 

Long.  W. 

Long.  W. 

Long.  W. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Long.  W. 

Long.  W.  Long.  W. 

Days. 

January. 

Danube  

33 

63° 

64° 

69° 

56° 

56° 

57° 

77° 

80° 

80° 

23 

Contest  .     . 

23 

61 

64 

67 

56 

69 

57 

78 

80 

81 

12 

Tingqua 

26 

64 

66 

64 

57 

57 

56 

80 

80 

80 

14 

Alboni    .     . 

26 

64 

64 

64 

57 

57 

56 

76 

79 

85 

16 

F.  W.  Brune 

33 

64 

64 

63 

60 

59 

59 

84 

87 

89 

21 

Cygnet   .     . 

33 

64 

65 

67 

56 

57 

56 

77 

80 

85 

21 

Gray  Feather 

25 

61 

64 

63 

57 

57 

56 

76 

77 

79 

19 

Golden  Gate 

20 

65 

64 

67 

56 

56 

55 

75 

77 

79 

11 

Telegraph  . 

24 

60 

65 

65 

57 

58 

56 

76 

78 

81 

15 

Trade  Wind 

22 

65 

65 

67 

57 

58 

59 

75 

82 

81 

12 

Eagle      .     . 

21 

62 

65 

66 

57 

57 

57 

79 

81 

82 

10 

Edwin    .     . 

29 

66 

65 

66 

57 

58 

58 

80 

81 

80 

25 

Telegraph  . 

24 

65 

65 

65 

57 

57 

56 

76 

78 

78 

20 

Means      .... 

24.6 

63.4 

64.6 

65.6 

56.9 

57.4 

56.7 

79.6 

80.1 

80.0 

16 

February. 

John  Holland       .     . 

31 

65 

66 

63 

58 

59 

57 

76 

80 

79 

26 

Kentucky  .     . 

33 

61 

65 

71 

56 

56 

56 

77 

78 

82 

25 

Storm     .     .     . 

23 

57 

61 

67 

57 

58 

58 

77 

78 

79 

12 

A.  F.  Jen n ess* 

44 

66 

66 

66 

57 

58 

57 

76 

78 

80 

20 

John  Bertram 

25 

65 

65 

63 

56 

56 

57 

81 

81 

84 

12 

Flying  Childers 

26 

65 

65 

65 

58 

58 

58 

79 

80 

81 

12 

Golden  West  . 

30 

65 

66 

66 

57 

57 

57 

77 

78 

81 

14 

Bald  Eagle      . 

19 

64 

65 

69 

56 

57 

57 

77 

79 

84 

10 

Phantom     .     . 

23 

65 

66 

64 

57 

58 

59 

80 

79 

84 

15 

Winged  Racer 

26 

66 

65 

69 

57 

57 

56 

81 

83 

82 

14 

Anna  Kimball 

30 

66 

66 

66 

57 

57 

58 

78 

79 

79 

17 

Roman    .     .     . 

28 

65 

65 

66 

57 

58 

57 

80 

83 

85 

14 

Eagle  Wing    . 

24 

65 

65 

66 

56 

57 

56 

76 

76 

78 

10 

Flying  Cloud  . 

21 

66 

66 

67 

56 

56 

56 

78 

79 

80 

12 

Game  Cock 

23 

63 

64 

64 

57 

58 

57 

79 

78 

79 

19 

Archer   .     .     . 

28 

65 

65 

64 

56 

56 

56 

79 

79 

79 

14 

North  Carolina 

30 

54 

56 

61 

57 

59 

56 

75 

77 

.79 

29 

Means     .     .     .     . 

27.3 

63.7 

64.5 

65.7 

56.8 

57.3 

56.9 

78.0 

79.1 

80.8 

16.1 

*  She  is  famous  for  long  passages.     See  p.  464. 


78 


618 


THE  WIND  AND  CURRENT  CHARTS. 


Cape  Horn  Crossings — Continued. 

FKOM 

LONGITUDE  OF  CKOSSIIJQ 

LATITUDE  OF  CROSSING 

LONGITUDE  OF  CROSSING 

FROM  50° 

PARAL- 

PARALLELS   EAST  OF 

MERIDIANS  SOUTH  OF 

PARALLELS  WEST  OF 

S.  IN  THE 

NAME  OF  VESSEL. 

LEL  OF 

CAPE  HORN 

CAPE  HORN 

CAPE  HORN 

, 

ATLANTIC 

ST. 
ROdCB 

TO  50°  S. 

IN  THE 

TO  50°  S. 

50°  S. 

53°  S. 

56°  S. 

67°  W. 

71°  W. 

75°  W. 

55°  S. 

53°  S. 

50°  S. 

PACIFIC. 

Days. 

Long.  W.  Long.  W. 

Long.  W. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Long.  W. 

Long.  W. 

Long.  W. 

Days. 

March. 

t 

Aldebaran  .... 

28 

66° 

65° 

66° 

56° 

59° 

57° 

77° 

80° 

84° 

28 

Esther  May 

29 

64 

62 

65 

58 

60 

56 

77 

80 

81 

23 

Lucknow    . 

26 

65 

66 

63 

60 

58 

56 

78 

81 

86 

25 

Masconoma 

32 

65 

65 

66 

57 

56 

56 

78 

Tornado 

25 

65 

65 

65 

56 

58 

57 

77 

80 

84 

13 

Eagle      .     . 

24 

64 

65 

66 

57 

58 

58 

78 

83 

86 

13 

Celestial 

24 

63 

64 

66 

56 

57 

56 

77 

79 

81 

18 

Amelia  .     . 

26 

63 

64 

63 

59 

57 

55 

78 

79 

80 

26 

Phantom     . 

23 

65 

66 

63 

57 

59 

59 

80 

79 

81 

14 

Stag  Hound 

22 

65 

64 

65 

57 

57 

65 

73 

78 

78 

12 

Courser  .     . 

26 

65 

65 

66 

56 

57 

57 

77 

78 

79 

12 

Huguenot   . 

28 

67 

65 

67 

58 

57 

58 

78 

79 

81 

21 

Ludwig  .     . 

36 

63 

63 

62 

58 

58 

57 

78 

80 

81 

31 

Herald  of  the  Morning 

26 

64 

64 

65 

57 

56 

54 

76 

77 

82 

8 

Seaman's  Bride    .     . 

26 

64 

63 

63 

57 

58 

57 

80 

85 

88 

16 

M.  Howes  .  • .     .     . 

36 

66 

65 

61 

66 

57 

57 

8*1 

84 

85 

15 

Means     .... 

27.3 

64.6 

64.0 

64.6 

56.5 

57.0 

56.5 

77.7 

78.2 

81.8 

18.3 

April. 

Simoom      .     .     .     . 

29 

65 

65 

68 

56 

56 

56 

76 

79 

85 

14 

Sea  Serpent     .     .     . 

21 

65 

66 

66 

56 

57 

57 

77 

79 

81 

18 

Stag  Hound     ,     .     . 

30 

65 

64 

78 

55 

55 

56 

79 

80 

78 

12 

Golden  Eacer  .     .     . 

21 

55 

57 

64 

57 

57 

55 

75 

82 

86 

19 

Paragon      .... 

36 

62 

63 

67 

56 

56 

57 

81 

82 

79 

16 

David  Baxter  .     .     . 

33 

61 

63 

63 

57 

57 

57 

80 

80 

80 

12 

Herculean  .... 

39 

65 

64 

78 

15 

Sword  Fish     .     .     . 

19 

57 

60 

64 

58 

58 

68 

83 

86 

87 

17 

Astrea 

38 

57 

57 

59 

57 

57 

57 

81 

82 

83 

21 

Gov.  Morton   .     .     . 

30 

62 

63 

67 

56 

56 

65 

79 

81 

84 

11 

Burlington      .     .     . 

39 

62 

65 

63 

57 

58 

58 

80 

80 

80 

15 

Francisco    .... 

35 

63 

65 

65 

56 

56 

67 

77 

80 

82 

28 

Cornelia  L.  Bevan    . 

36 

60 

65 

66 

57 

56 

56 

79 

81 

78 

16 

Polvnesian      .     .     . 

30 

64 

66 

65 

57 

57 

55 

78 

80 

82 

15 

Cynthia 

35 

65 

66 

68 

57 

58 

66 

75 

80 

84 

17 

Means     .... 

31.4 

61.2 

63.3 

66.3 

56.5 

56.8 

56.4 

78.3 

80.8 

82.0 

16.4 

CAPK  HORN  CROSSINGS. 


619 


Oape  Horn  Crossings — Continued. 


FEOM 

LONGITUDE  OF  CR09SINQ 

LATITUDE  OF  CROSSIXO 

LONGITUDE  OF  CROSSING 

FROM  50° 

PARAL- 

PARALLELS   EAST  OF 

MERIDIANS  SOUTH  OF 

PARALLELS  WEST  OF 

S.  IN  THE 

NAME  OF  YK88EL. 

LEL  OF 

CAFE  HORN. 

CAPE  HOKI 

J. 

CAPE  HORN. 

ATLANTIC 

ST. 
BOQUE 

TO  50°  S. 

IN  THE 

TO  50°  S. 

50°  S. 

53°  S. 

66°  S. 

67°  W. 

71°  W. 

75°  W. 

550  8. 

63°  S. 

50°  S. 

PACIFIC. 

Days. 

Long.  W. 

Long.  W. 

Long.  W. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Long.  W 

Long.  W. 

Long.  W. 

Days. 

May. 

i 

Surprise      .     .    .     . 

24 

63° 

64° 

66° 

58° 

58° 

59° 

79° 

79° 

84° 

22 

Competitor 

,         , 

24 

64 

64 

67 

56 

57 

56 

79 

80 

78 

15 

Empress  of  the  £ 

)eas 

27 

65 

65 

65 

56 

57 

57 

80 

80 

85 

13 

Houqua*     .     . 

31 

64 

63 

65 

57 

58 

58 

81 

82 

83 

29 

Parthian     .     . 

25 

63 

64 

67 

56 

58 

58 

79 

80 

81 

13 

Climax  .     .     . 

23 

61 

65 

67 

56 

56 

56 

76 

78 

79 

12 

Sirocco  .     .     . 

34 

64 

6Q 

67 

56 

57 

58 

79 

82 

.80 

20 

Archer   .     .     . 

33 

64 

64 

66 

57 

57 

56 

82 

84 

84 

23 

Eol)t.  Harding* 

33 

66 

65 

65 

57 

58 

55 

75 

78 

78 

26 

Seaman's  Bride 

26 

64 

63 

66 

57 

58 

56 

81 

81 

81 

15 

Lantao    .     .     . 

27 

67 

67 

71 

56 

56 

57 

79 

79 

80 

11 

Hampton    .     . 

37 

65 

65 

66 

57 

58 

56 

78 

79 

80 

21 

Hugh  Birckhead 

34 

64 

65 

67 

56 

58 

58 

77 

78 

79 

23 

Rosario  .     .     . 

28 

64 

64 

65 

57 

58 

56 

81 

81 

81 

19 

Eoscoe    .     .     . 

29 

65 

65 

65 

57 

59 

58 

81 

81 

82 

22 

Jas.  H.  Shepherd 

40 

66 

68 

t 

Eliza  Thornton 

45 

64 

65 

67 

57 

59 

57 

78 

79 

79 

23 

Beiij.  Howard 

30 

.64 

64 

67 

57 

57 

57 

79 

82 

81 

23 

Mary  Annah  . 

29 

63 

64 

63 

57 

57 

57 

77 

80 

82 

36 

Storm  King     . 

31 

64 

64 

65 

57 

58 

57 

78 

79 

79 

16 

Catharine    .     . 

40 

64 

65 

64 

57 

56 

58 

77 

77 

78 

21 

Santiago      .     . 

27 

65 

66 

66 

57 

57 

57 

79 

79 

80 

16 

Matanzas    .     .     . 

32 

66 

66 

65 

57 

57 

56 

78 

77 

83 

29 

E.B.Forbes   . 

28 

64 

64 

65 

57 

57 

57 

79 

82 

86 

15 

Surprise      .     . 

21 

62 

65 

64 

•57 

57 

56 

77 

80 

82 

18 

Means     .     .     .     . 

29.7 

64.0 

64.7 

65.5 

56.7 

57.3 

56.9 

78.6 

79.8 

81.0 

19 

June. 

Staffordshire    .     .     . 

25 

62 

66 

66 

56 

56 

53 

73 

77 

79 

14 

White  Squall  . 

24 

64 

63 

65 

57 

56 

56 

76 

79 

78 

11 

L.  P.  Foster*  . 

43 

67 

67 

70 

56 

56 

58 

83 

83 

85 

20 

Finland  .     .     . 

41 

64 

63 

64 

57 

57 

56 

81 

87 

90 

14 

Golden  Era 

29 

65 

65 

65 

59 

59 

56 

78 

79 

80 

28 

North  America 

20 

54 

58 

61 

57 

58 

54 

75 

78 

80 

23 

Cohota    .     .     . 

27 

64 

64 

63 

58 

58 

56 

78 

81 

84 

18 

Flying  Cloud  .     . 

27 

G7 

65 

66 

56 

55 

54 

73 

76 

78 

09 

John  Land       .     . 

26 

64 

63 

65 

57 

58 

57 

80 

80 

85 

15 

Uncle  Toby     .     . 

32 

65 

65 

65 

58 

58 

57 

78 

80 

86 

13 

Hornet   .     .     . 

25 

63 

65 

64 

58 

59 

58 

79 

79 

79 

14 

Channing    .     .     . 

38 

66 

66 

65 

57 

57 

57 

t 

15 

Oxnard  .... 

33 

65 

66 

67 

57 

57 

67 

78 

78 

79 

11 

Amazon      .     .     . 

36 

63 

63 

65 

57 

59 

56 

79 

80 

85 

15 

Linwood      .     .     . 

32 

65 

65 

63 

56 

56 

57 

•   80 

83 

83 

19 

E.  C.  Sronton*     . 

42 

65 

66 

64 

57 

58 

57 

79 

81 

81 

27 

Mayflower  .     .     . 

80 

65 

65 

67 

57 

58 

56 

77 

80 

86 

14 

Cleopatra    .     .     . 

27 

62 

64 

66 

57 

58 

58 

80 

83 

86 

16 

Celestial  Empire 

30 

64 

63 

63 

56 

56 

56     ' 

78 

78     1 

79 

18 

Means      .... 

29.5 

63.6 

64.0 

64.7 

57.0 

57.3 

56.7 

77.7 

78.6 

82.3 

15.7 

.  *  Not  iaelnded  in  the  means. 


t  Throueh  the  Straits  of  MaceUan. 


t  No  obserrations. 


620 


THE  WIND  AND  CURRENT  CHARTS. 


Ga'pe  Horn  Crossings — Continued. 


FBOH 

LONGITUDE  OF  CE03SIN0 

LATITUDE  OF  CROSSING 

LONGITUDE  OF  CROSSING 

FROM  50° 

PARAL- 

PARALLEIS  EAST  OF 

MERIDIANS  SOUTH  OF 

PARALLELS  WEST  OF 

S.  IN  THE 

RAME  Of  TESSEL. 

LEL  OF 

CAPE  HOEK 

. 

CAPE  HORN 

, 

( 

MPE  HOR^ 

r. 

ATLANTIC 

ST. 

TO  00°  S. 

EOQUE 

IN  THE 

TO  50°  S. 

50°  S. 

53°  S. 

56°  S. 

67°  W. 

71°  w. 

75°  W. 

55°  S. 

53°  S. 

50°  S. 

PACIFIC. 

Days, 

Long.  W. 

Long.  W. 

Long.  W. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Long.  W. 

Long.  W. 

Long.  W. 

Days. 

July. 

N.  B.  Palmer  .     .     . 

22 

56° 

55° 

67° 

57° 

58° 

56° 

77° 

78° 

78° 

19 

Southerner 

25 

64 

63 

64 

56 

57 

58 

83 

81 

79 

26 

A.  Buckman   . 

37 

66 

66 

68 

56 

57 

56 

76 

77 

80 

14 

Senator  .     .     . 

19 

64 

65 

65 

57 

57 

56 

77 

80 

81 

18 

Queen  of  the  Eas1 

30 

63 

63 

61 

56 

56 

55 

77 

78 

79 

23 

White  Squall  . 

22 

64 

64 

65 

56 

58 

58 

78 

79 

80 

18 

Ellen  Noyes    . 

28 

55 

56 

64 

58 

58 

57 

77 

78 

79 

21 

Flying  Cloud  . 

23 

66 

65 

68 

56 

56 

55 

73 

78 

80 

7 

Rome      .     .     . 

33 

55 

55 

61 

57 

56 

55 

76 

79 

80 

24 

Victory  .     .     . 

26 

57 

55 

66 

57 

57 

56 

76 

80 

84 

17 

Levanter     .     . 

35 

64 

65 

65 

56 

56 

56 

77 

79 

81 

16 

Atalanta      .     . 

39 

65 

65 

68 

56 

56 

54 

76 

77 

80 

18 

Belle  of  the  West 

29 

66 

65 

62 

58 

57 

57 

79 

82 

82 

19 

Anglo-Saxon  . 

31 

57 

59 

60 

60 

59 

59 

86 

88 

88 

26 

White  Squall  . 

27 

64 

63 

65 

57 

58 

58 

79 

80 

81 

18 

West  Wind     . 

34 

64 

64 

67 

57 

56 

55 

73 

76 

78 

13 

Cyane     .     .     . 

38 

61 

64 

62 

57 

57 

57 

80 

82 

81 

23 

Avondale    .     . 

31 

55 

56 

60 

57 

56 

56 

78 

81 

86 

30 

Sarah  Boyd     , 

47 

63 

67 

66 

56 

57 

56 

78 

80 

79 

19 

Eeindeer     .     . 

34 

59 

63 

65 

58 

56 

57 

79 

81 

80 

22 

Golden  State    . 

23 

58 

63 

66 

58 

59 

56 

76 

78 

80 

19 

Means      .... 

29.3 

61.2 

60.7 

64.4 

57.0 

57.0 

56.0 

77.6 

79.6 

80.8 

19.5 

August. 

' 

E.  Mallory  .... 

35 

63 

65 

67 

57 

57 

56 

78 

79 

88 

13 

Pelican  State  . 

31 

65 

66 

64 

57 

57 

56 

76 

82 

83 

20 

White  Swallow 

30 

64 

63 

63 

57 

58 

57 

76 

76 

79 

17 

Corinne       .     . 

38 

64 

65 

63 

59 

60 

59 

81 

84 

85 

21 

Wild  Ranger  . 

27 

62 

63 

64 

57 

57 

55 

76 

77 

80 

17 

Mermaid      .     . 

31 

65 

65 

65 

57 

57 

57 

78 

79 

80 

13 

Samoset       .     . 

29 

62 

64 

64 

57 

57 

57 

78 

80 

83 

12 

Fenelon       .     . 

40 

63 

67 

65 

56 

57 

55 

75 

76 

81 

18 

Union     .     .     . 

28 

64 

65 

63 

57 

58 

58 

78 

81 

84 

13 

Carioca  .     .     . 

31 

65 

64 

64 

56 

58 

56 

77 

81 

84 

11 

Flying  Dutchman 

23 

64 

64 

66 

57 

57 

56 

79 

83 

86 

8 

Greenwich  .     . 

42 

65 

65 

66 

57 

57 

57 

76 

77 

80 

18 

Young  America 

24 

64 

65 

66 

57 

56 

66 

77 

80 

83 

8 

John  Bertram 

25 

66 

66 

67 

57 

56 

57 

79 

83 

86 

14 

Rubicon      .     . 

37 

64 

65 

66 

57 

57 

57 

78 

80 

80 

17 

Horsburgh 

31 

63 

62 

63 

57 

56 

55 

75 

80 

81 

21 

Harrisburg 

86 

60 

67 

66 

57 

57 

55 

76 

78 

79 

18 

Kate  Hays 

88 

63 

66 

66 

58 

57 

57 

76 

81 

82 

19 

Winfield  Scott 

37 

•58 

59 

60 

57 

57 

56 

72 

81 

81 

25 

Windward  .     . 

28 

59 

63  • 

61 

58 

59 

57 

79 

83 

84 

22 

F.  P.  Sage  .     . 

37 

62 

64 

66 

57 

56 

55 

78 

81 

83 

16 

Sandusky    .     . 

37 

65 

65 

67 

57 

_    57 

57 

78 

79 

81 

26 

Sunbeam     .     . 

33 

66 

66 

65 

57 

58 

55 

76 

80 

80 

22 

Means     .... 

32.5 

63.3 

64.6 

64.6 

56.8 

57.1 

56.3 

77.5 

80.0 

81.9 

17 

CAPE  HORN  CROSSINGS. 


621 


Cape  Horn  Crossings — Continued. 

FROM 

LONGITUDE  OF  CKOSSINO 

LATITUDE  OF  CROSSINO 

LONGITUDE  OF  CROSSING 

FROM  50° 

PARAL- 

PAKALLKLS   EAST  OF 

MERIDIANS  SOUTH  OP 

PARALLELS  WEST  OF 

S.   IN  THE 

KAME  o;  VESSEL. 

LEL  OF 

CAPE  HORN 

CAPE  HORN 

. 

CAPE  HORN 

, 

ATLANTIC 

BT. 

TO  50°  S. 

BOQCr. 

IN  THE 

TO  60°  S. 

50°  S. 

53°  S. 

56°  S. 

67°  W. 

71°  W. 

75°  W. 

55°  S. 

53°  S. 

60°  S. 

PACIFIC. 

Days. 

Long.  W. 

Long.  W. 

Long.  W. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Long.  W. 

Long.  W. 

Long.  W. 

Days. 

September. 

Albany  

82 

63° 

66° 

56° 

56° 

55° 

75° 

77° 

79° 

16 

Z.  D. .     .     . 

37 

67 

67° 

57 

56 

57 

71 

80 

81 

18 

Sarah  Snow 

38 

65 

65 

65 

57 

59 

60 

79 

81 

82 

17 

Carringlon 

28 

65 

65 

66 

57 

58 

56 

82 

83 

83 

21 

Defiance 

32 

65 

67 

70 

56 

56 

85 

84 

83 

22 

Eagle      .     . 

23 

51 

54 

59 

57 

59 

61 

83    ♦ 

84 

85 

18 

Queen  of  Clippers     . 

26 

65 

65 

65 

56 

56 

55 

76 

80 

82 

12 

John  Bertram      .     . 

25 

65 

66 

67 

57 

56 

57 

79 

85 

86 

14 

Sovereign  of  the  Sea 

19 

64 

66 

67 

56 

56 

56 

78 

78 

79 

9 

Jamestown       .     .     . 

21 

64 

65 

66 

56 

57 

57 

79 

82 

83 

17 

Comet     .     . 

18 

65 

65 

66 

57 

58 

57 

83 

84 

84 

29 

Trade  Wind 

20 

65 

65 

65 

57 

58 

59 

82 

84 

85 

24 

Whistler     . 

24 

63 

64 

65 

56 

56 

56 

78 

79 

81 

10 

Hurricane  . 

21 

65 

65 

64 

58 

56 

57 

78 

78 

83 

25 

North  Wind 

21 

65 

66 

66 

57 

57 

58 

79 

79 

78 

29 

Eaven    .     . 

19 

64 

63 

64 

57. 

58 

57 

81 

82 

83 

26 

Wild  Duck- 

23 

65 

66 

65 

57 

57 

56 

79 

82 

84 

23 

Arab       .     . 

36 

65 

64 

65 

59 

58 

59 

78 

81 

84 

39 

Wisconsin  . 

33 

64 

66 

66 

58 

59 

59 

84 

84 

84 

40 

Hero       .     . 

29 

63 

64 

67 

57 

66 

55 

77 

83 

83 

20 

Kremlin 

29 

65 

65 

66 

57 

56 

55 

73 

81 

81 

11 

Means 

64.2 

65.0 

65.7 

56.6 

57.0 

57.0 

79.1 

81.3 

82.4 

•     •     • 

1     26.4 

20.9 

October. 

Seaman 

20 

65 

65 

69 

55 

57 

58 

77 

76 

77 

24 

Louis  Philippe     .     . 

30 

63 

64 

65 

56 

56 

58 

76 

78 

80 

22 

Sea  Witch  .... 

20 

64 

64 

67 

56 

56 

55 

77 

79 

80 

14 

Typhoon     .     .     .     . 

21 

64 

65 

66 

56 

57 

56 

76 

79 

77 

10 

Eaven     

18 

64 

66 

69 

56 

56 

56 

76 

82 

80 

19 

Schooner  Clifton 

49 

64 

64 

66 

57 

57 

57 

81 

82 

82 

16 

S.  D.  Horton   .     .     . 

27 

66 

66 

66 

57 

59 

57 

80 

76 

80 

38 

Matilda 

41 

65 

64 

67 

56 

58 

58 

76 

78 

79 

32 

Samuel  Eussell    .     . 

26 

64 

65 

68 

56 

57 

57 

78 

78 

79 

15 

Winged  Arrow   .     . 

21 

67 

67 

67 

56 

57 

58 

84 

83 

83 

20 

Mandarin    .     .     .     . 

20 

64 

64 

66 

57 

56 

58 

83 

84 

83 

22 

Witch  of  the  Wave 

19 

63 

65 

66 

56 

59 

61 

85 

87 

87 

19 

John  Wade     .     .     . 

21 

63 

64 

66 

57 

56 

57 

87 

95 

97 

15 

Wizard 

14* 

65 

65 

66 

57 

56 

56 

77 

82 

86 

12 

Means     .    .     .     . 

25.6 

64.6 

64.8 

66.7 

56.2 

56.3 

57.3 

79.4 

81.0 

82.3 

19.5 

♦  From  Rio, 


622 


THE  WIND  AND  CURRENT  CHARTS. 


Gape  Horn  Crossings — 

Continued. 

PROM 

LONGITUDE  OF  CROSSING 

LATITUDE  OF  CROSSING 

LONGITUDE  OF  CROSSING 

FROM  50° 

PARAL- 

PARALLELS   EAST  OF 

MERIDIANS  SOUTH  OF 

PARALLELS  WEST  OF 

S.  IN  THE 

NAME  OF  VESSBI. 

LEL  OF 

3APE  HORN. 

< 

MPE  HORJS 

I. 

3APE  HQBM. 

ATLANTIC 

ST. 
KOOUB 

TO  50°  S. 

IN  THE 

TO  50°  S. 

50°  S. 

53°  S. 

56°  S. 

67°  W. 

71°  W. 

75°  W. 

55°  S. 

63°  S. 

50°  S. 

PACIFIC. 

Days. 

Long.  W. 

Long.  W. 

Long.  W. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Long.  W. 

Long.  W 

Long.  W. 

Days. 

November. 

Thomas  W.  Sears    . 

28 

65° 

66° 

65° 

59° 

58° 

56° 

77° 

81° 

85° 

•21 

Monsoon      .     .     .     . 

21 

63 

67 

67 

56 

58 

59 

78 

78 

80 

17 

John  Wade 

20 

64 

64 

67 

56 

57 

56 

76 

78 

82 

17 

Senator  .     .     . 

20 

63 

65 

63 

57 

57 

56 

76 

78 

81 

24 

Revere   .     .     . 

24 

53 

56 

66 

57 

57 

59 

78 

80 

83 

17 

Tigris     .     .     . 

80 

62 

64 

65 

56 

58 

59 

79 

81 

82 

18 

Fanchon      .     . 

81 

64 

65 

64 

57 

56 

55 

75 

77 

79 

22 

White  Squall  . 

28 

65 

65 

66 

57 

58 

54 

73 

78 

81 

23 

Comet     .     .     . 

20 

65 

65 

66 

56 

58 

56 

76 

81 

84 

12 

Delegate      .     . 

26 

65 

66 

69 

57 

57 

78 

79 

81 

22 

Manchester 

23 

62 

63 

62 

56 

57 

57 

79 

81 

81 

24 

Ann  Maria 

30 

63 

64 

62 

57 

58 

58 

82 

82 

83 

28 

Morning  Light 

21 

65 

66 

66 

56 

57 

57 

78 

83 

83 

24 

Edwin    .     .     . 

31 

64 

64 

65 

57 

58 

58 

78 

81 

81 

24 

Skylark       .     . 

20 

63 

65 

64 

56 

56 

56 

76 

77 

78 

20 

N.  B.  Palmer  . 

21 

65 

66 

66 

57 

58 

59 

79 

80 

80 

18 

Onward       .     . 

26 

63 

65 

64 

57 

58 

58 

80 

81 

80 

28 

Winged  Arrow 

23 

63 

67 

66 

56 

56 

56 

76 

79 

78 

18 

Bald  Eagle      . 

18 

64 

65 

64 

57 

58 

57 

77 

78 

81 

19 

Sam'l  Russell  . 

16 

64 

65 

65 

57 

58 

58 

80 

81 

81 

14 

Unknown    .     . 

•  22 

63 

64 

64 

57 

57 

56 

78 

77 

79 

19 

Parthenon  .     . 

29 

63 

64 

65 

58 

59 

58 

78 

79 

81 

24 

Kate  and  Alice 

32 

64 

64 

65 

58 

58 

57 

77 

78 

77 

21 

Means     .     .     .     . 

24.3 

63.3 

64.8 

65.1 

56.7 

57.2 

57.1 

77.3 

79.4 

80.0 

20.6 

December. 

Westward-Ho       .     . 

21 

63 

66 

64 

57 

56 

55 

73 

80 

82 

13 

Anstiss  .     .     . 

24 

62 

64 

64 

58 

57 

56 

80  . 

81 

79 

18 

Flying  Fish     . 

24 

64 

65 

66 

55 

56 

55 

74 

76 

79 

7 

John  Gilpin     . 

19 

64 

65 

66 

57 

56 

57 

79 

83 

84 

11 

Wild  Pigeon  . 

23 

65 

65 

66 

56 

56 

56 

79 

82 

86 

16 

John  Jay     .     . 

30 

65 

64 

64 

56 

57 

56 

76 

79 

79 

19 

J.  E.  Donnell   . 

34 

61 

63 

65 

56 

56 

55 

77 

78 

79 

13 

George  Raynes 

26 

64 

64 

65 

56 

56 

55 

75 

78 

80 

11 

Tigris     .     .     . 

30 

62 

64 

65 

66 

58 

59 

78 

80 

82 

18 

Seaman  .     .     . 

23 

62    . 

65 

66 

57 

57 

54 

75 

75 

78 

12 

Adelaide      .     . 

29 

61 

64 

66 

58 

58 

56 

78 

79 

79 

19 

Westward-Ho 

21 

66 

66 

65 

57 

56 

56 

78 

80 

82 

24 

Franconian 

28 

62 

63 

63 

57 

57 

57 

81 

83 

83 

19 

Cyclone  .     .     . 

22 

54 

56 

60 

59 

59 

58 

78 

81 

82- 

18 

Sam'l  Lawrence 

25 

63 

64 

65 

57 

57 

56 

76 

77 

78 

15 

Golden  City    . 

22 

65 

65 

67 

57 

57 

56 

76 

77 

79 

10 

Ringleader 

21 

64 

65 

64 

58 

58 

58 

78 

79 

80 

12 

Arthur   .     .     . 

32 

66 

65 

66 

57 

58 

56 

80 

80 

80 

19 

Eureka  .     .     .    , 

25 

65 

66 

66 

57 

58 

59 

86 

85 

86 

18 

Squantum  .     . 

28 

65 

66 

66 

57 

57 

57 

76 

77 

79 

19 

Means     .    . 

• 

25.3 

63.1 

64.2       65.4 

57.4 

57.0 

56.0 

77.6 

79.5 

80.7 

15.5 

CAPE  HORN  CROSSINGS.  623 

There  are  some  ships  whose  passages,  to  latitude  50°  in  the  Atlautic,  are  too  long  to  be  taken  into  the 
average.  They  make  such  bad  time  as  to  constitute  an  exception  from  the  generality.  Such  is  the  A.  F. 
Jenness,  with  her  44  days  in  February.  She,  it  will  be  recollected,  is  among  tbe  September  (p.  464) 
crossings  to  St.  Eoque.  Her  time  then,  from  the  United  States  to  the  line,  was  77  days  ;  and  in  the  count 
there,  her  performance,  because  it  was  out  of  all  rule,  was  rejected  from  the  means. 

From  the  parallel  of  Cape  St.  Eoque  to  the  parallel  of  50°  south,  at  the  usual  crossing-place  for  the 
Cape  Horn  trader,  is  about  2,900  miles— not  quite  the  distance  from  New  York  to  Liverpool.  And  the 
most  striking  feature  in  this  table  is  perhaps  the  length  of  the  time  between  these  parallels. 

The  distance  from  the  average  crossing  of  50°  in  the  Atlantic  to  the  average  crossing  of  the  same 
parallel  in  the  Pacific,  after  having  doubled  the  cape,  is  nearly  half  the  distance  from  the  St.  Eoque  parallel 
to  the  Atlantic  crossing  of  50°  south ;  and  the  time  occupied  around  the  cape  is  nearly  in  the  same  ratio. 

The  average  distance,  made  good  against  the  current  around  Cape  Horn,  is  80  miles  a  day.  The 
average  distance  from  the  parallel  of  St.  Eoque  to  that  of  50°,  througb  a  mild  climate,  and  with  no  such 
opposing  current,  is  104  miles  the  day.  And  the  average  distance  made  good  by  the  "  liners,"/rom  Liver- 
pool to  New  York,  is  95  miles  a  day ;  to  Liverpool,  the  average  (made  good)  is  135  miles. 

These  Cape  Horn  crossings  are  derived  from  the  mean  of  220  passages  taken  at  random ;  and  they 
give  us,  it  may  be  supposed,  what  may  be  finally  considered  as  &fair  average;  for  it  really  differs  less  than 
a  day  from  the  average  as  stated  in  the  sixth  edition  of  this  work,  from  the  mean  of  125  cases.  So  it 
appears  that  the  passage  from  England  to  New  York,  under  canvas,  in  the  winter  time,  is  nearly  as  difficult 
as  the  passage  around  the  Horn. 

Navigators  are  recommended  to  give  these  tables  an  attentive  examination,  for  they  are  instructive. 
January  is  a  good  month  from  St.  Eoque  around  the  Horn,  being  40.6  days.  February  is  three  days  longer, 
the  difficulty  lying  between  the  parallel  of  St.  Eoque  and  that  of  50°  south,  March  is  still  worse, 
the  passage  then  being  aggravated  by  the  difficulties  from  the  parallel  of  50°  in  the  Atlantic  to  50°  in  the 
Pacific.  April  is  worse  than  all,  and  here  the  difficulty  lies  chiefly  from  St.  Eoque  to  the  parallel  of  50°, 
the  average  of  that  part  of  the  passage  being  a  week  or  23  per  cent,  longer  than  it  is  in  January.  From 
June  to  November,  the  doubling  of  Cape  Horn  is  most  difficult,  the  monthly  average  being  between  19  and 
20  days  from  the  parallel  of  50°  on  one  side,  to  the  same  parallel  on  the  other.  The  best  months  for 
doubling  it  are  from  December  to  April,  inclusive,  the  average  being  16|  days. 

On  the  other  hand,  August  gives  the  largest  average  from  the  parallel  of  St.  Eoque  to  that  of  50°, 
and  November  the  smallest.  From  February  to  August,  inclusive,  the  monthly  mean  for  this  part  of  the 
route  is  31  days,  while,  for  the  five  other  months,  the  average  is  six  days  "less.  Thus  it  ceases  to  be  any 
longer  a  matter  of  opinion,  for  actual  experience  has  decided  that,  as  a  rule,  the  months  of  the  least  daylight 
give  the  longest  passages  from  Cape  St.  Eoque  around  the  Horn. 

It  is,  however,  useless  to  go  into  any  further  discussion  of  this  table  here.  Every  navigator  can  do 
that  for  himself.  It  is  only  necessary  to  call  his  attention  to  the  very  tedious  time  generally,  which  navi- 
gators have  from  the  parallel  of  St.  Eoque  to  that  of  50°  S.;  how  nearly  all  vessels  pursue  the  same 


624:  THE  WIND  AND  CUBBENT  CHAETS. 

route*  and  how  those  vessels  that  go  east  of  the  Falklands,  though  they  reach  50°  sooner,  lose  all  they 
gain  in  getting  west  after  clearing  those  islands. 

Take,  as  an  instance,  the  eight  ships  which  did  this  in  July.  Their  average  time  to  50°  south  in  the 
Atlantic  was  28,  and  thence  around  the  Horn  22  days — total  50.  The  average  of  the  thirteen  inside  ones 
for  that  month  is  30  and  18  days — total  48,  or  a  gain  of  two  days  by  passing  inside  of  the  Falkland  Islands. 

These  tables  afford  the  navigator,  who  is  running  for  a  quick  passage,  fresh  points  of  departure  in  the 
middle  of  the  ocean.  Here  he  can  compare  his  progress  with  the  progress  made  by  those  who  have 
preceded  him  at  the  same  season  of  the  year,  and  see  how  much  he  has  to  gain  to  come  up  with  the 
foremost  among  them,  or  how  much  he  has  to  spare,  and  still  hold  his  own  with  the  best  of  them. 


THE  STRAITS  OF  MAGELLAN. 


Many  of  the  vessels  engaged  in  the  coasting  trade  of  the  United  States  have  now  to  pass  these  straits  or 
Cape  Horn  on  their  way  to  and  fro  between  the  Atlantic  and  Pacific  parts  of  the  country.  Steamers  will 
always  find  it  to  their  advantage  to  pass  through  the  straits. 

"  In  them,"  says  a  brother  officer,  after  having  made  the  passage  through  in  83  days  under  canvas, 
"the  winds  and  weather  are  more  moderate;  the  sea  smooth;  the  anchorages  good  and  safe;  the  tides,  taken 
at  the  right  moment,  an  important  auxiliary ;  and,  with  proper  care  and  lookout,  and  rigid  adherence  to 
the  Sailing  Directions  and  Charts  of  Captains  P.  P.  King  and  Fitzroy,  R.  N.,  excepting  where  changes 
have  naturally  taken  place,  the  dangers  are  of  little  importance. 

"The  head  winds  in  the  western  reaches  present  the  greatest  obstacles;  and,  in  my  opinion,  it  is  at 
Cape  Isidro  or  Cape  Froward  that  the  difficulties  commence.  The  almost  perennial  strong  westerly  winds 
form  the  only  objection  to  the  navigation  of  these  waters." 

Among  the  many  expedients  to  which  the  dangers  of  the  sea  compel  vessels  to  resort,  or  among  the 
emergencies  which  spring  up  from  the  business  of  commerce,  sailing  vessels,  and  especially  small  craft,  may 
now  and  then  find  it  to  their  advantage  to  take  to  the  straits.  As  a  rule,  however,  it  is  the  route  for 
steamers,  and  for  the  benefit  of  all  such,  I  give  the  following  sailing  directions.  They  were  prepared  by 
Thomas  S.  Phelps,  Master  U.  S.  N.,  and  are  formed  on  information  derived  by  him  while  on  board  the 
U.  S.  S.  Decatur,  of  which  vessel  he  was  the  master  when  she  made  the  passage  through.  This  report  was 
addressed  to  the  commander  of  the  vessel,  and  so  much  of  it  as  relates  to  steam  navigation  is  subjoined : — 

U.  S.  Sloop  of  "Wae  Decatue, 

Valpabaiso,  Chili,  January  20,  1855. 
"SlE :  I  respectfully  submit  the  following  report,  containing  information  calculated,  in  my  opinion,  to 
facilitate  the  navigation  of  the  Straits  of  Magellan,  founded  on  actual  observation  during  the  passage  of  the 


THE  STRAITS  OP  MAGELLAN.  625 

U.  S.  sloop  of  war  Decatur,  under  your  command,  from  the  Atlantic  to  the  Pacific  Oceans,  during  the 
months  of  October,  November,  and  December,  1854. 

I  think  that,  for  a  fast  sailing,  weatherly  ship,  the  passage  wonld  average  from  twenty  to  twenty-five 
days.  [She  wonld,  therefore,  lose  time  by  attempting  the  straits,  for  the  average  time  from  50°  S.  in  the 
Atlantic,  around  the  Cape,  to  the  same  parallel  in  the  Pacific,  is  only   17  days.     M.] 

I  can  discover  no  reason  why  a  steamer  of  any  class  should  ever  go  round  Cape  Horn,  as  the  average 
passage  through  the  strait  need  not  be  more  than  three  or  four  days;  besides,  the  facilities  forwoodino-  and 
watering  are  very  great.  The  coal  mines  near  the  Chili  settlement,  v;-ith  little  trouble,  force,  and  expense, 
could  be  advantageously  worked,  and  would  yield  all  the  fuel  required. 

All  the  bearings,  ranges,  &c.,  given  are  magnetic,  unless  otherwise  stated.  The  variations,  as  laid  down 
by  Captains  King  and  Fitzroy,  are  to  be  relied  on  implicitly. 

Soundings  North  of  Cape  Virgins. — From  ten  to  twelve  miles  north  of  Cape  Virgins,  and  from  five  to 
eight  from  the  land,  there  are  between  37  and  43  fathoms  water,  with  the  bottom  of  blue  mud,  which 
changes  to  coarse  sand  and  gravel  farther  south. 

Eastern  Entrance  of  the  Strait. — After  making  Cape  Virgins,  should  the  wind  be  stormy  from  S.  W., 
W.,  or  W .  N.  W.,  it  would  be  well  to  run  in,  and  anchor  near  the  land,  where  the  sea  is  smooth,  and  wait 
till  the  wind  moderates  sufficiently  for  proceeding. 

Cape  Virgins  may  be  passed  in  safety,  at  from  one  and  a  half,  to  two  and  a  half  miles  distant.  We 
crossed  Sarmiento  Bank,  two  and  a  quarter  miles  from  the  cape,  sounding  in  10  fathoms,  sand,  shells,  pebbles, 
and  slate :  tide  about  one  quarter  flood.  I  know  nothing  of  Sarmiento  Bank,  to  the  southward  and  east- 
ward of  the  above  limits ;  changes  may,  and  probable  have,  taken  place,  and  vessels  should  avoid  it,  until  it 
can  be  examined. 

When  past  the  reef,  which  makes  out  from  Cape  Virgins,  stand  along  the  land  or  S.  by  E.,  until 
Cape  Possession  is  well  open  with  Dunginess,  when  the  course  to  the  westward  is  clear.  I  have  been 
informed  by  Captain  Sweeney,  of  the  American  Merchant  Marine,  and  the  captain  of  the  French  war 
steamer  Catinat,  that  Wallis  Shoal  no  longer  exists,  they  having  sought  in  vain  for  it. 

After  passing  Point  Dunginess,  should  the  wind  be  ahead,  and  the  tide  flood,  stand  out  into  the  main 
stream,  where  there  is  40  fathoms,  and  there  will  be  little  difficulty  in  working  up  to  Possession  Bay ;  but, 
if  the  tide  is  ebb,  it  would  be  well  to  anchor  under  Dunginess  until  it  turns. 

If  it  blows  a  gale  from  S.  W.  to  K.  W.,  a  vessel  should  anchor  under  Dunginess,  where  she  can  ride  it 
out  in  safety,  instead  of  running  out  to  sea,  which  I  believe  has  frequently  been  the  case,  and  thereby 
losing  much  time,  and  magnifying  the  dangers  of  the  entrance. 

Good  anchorage,  may  be  had  along  the  coast,  between  Point  Dunginess,  and  two  miles  northeast  of 
Cape  Possession,  in  from  12  to  18  fathoms   water,  and  about  one  mile  from  the  shore.     Should  it  be 
necessary  to  run  from  these  anchorages,  a  position  can  easily  be  taken  up  under  Dunginess,  or,  if  desirable, 
run  down  the  Main  Channel,  south  of  Sarmiento  Bank,  out  to  sea. 
79 


626  THE  WIND  AND  CURRENT  CHARTS. 

Possession  Bay. — Do  not  anchor  in  Possession  Bay,  unless  it  be  near  the  cape  or  south  of  Narrow  Bank; 
the  ground  is  said  to  be  foul. 

Thus  far  all  the  points  are  well  marked,  and  easily  distinguished,  excepting  the  point  of  Cape  Pos- 
session, when  to  the  southward  and  westward  of  it.  A  good  rule  to  be  adopted,  when  running  for  the 
First  Narrows,  is,  not  to  go  inside  of  16  fathoms. 

Nmrow  Bank. — On  approaching  Narrow  Bank  for  an  anchorage,  to  await  the  tide  or  otherwise,  care 
must  be  taken  not  to  have  the  centre  of  North  Direction  Hill  bear  more  southerly  than  S.  "W.  by  "W. ;  for 
on  that  bearing  with  Mount  Aymond  N.  W.  \  AV.,  to  N.  W.  J  W.,  the  water  shoals  suddenly  from  21  to 
6  fathoms.  There  has  evidently  a  large  flat  made  between  the  above  bearings  and  Narrow  Bank  proper, 
since  it  was  surveyed. 

I  have  no  idea  of  the  extent  of  this  flat ;  we  made  two  tacks  on  it,  and  the  least  water  found  was  6 
fathoms,  and  the  greatest  depth,  7^  fathoms,  sand.  There  probably  is  good  anchorage  here,  with  plenty 
of  room. 

With  North  Direction  Hill  (centre),  bearing  W.  S.  W.,  and  Mount  Aymond  N.  W.,  there  is  good 
anchorage  in  21  fathoms,  from  which  position  the  course  S.  S.  "W.,  through  the  Narrows. 

Of  Orange  Bank  I  can  say  nothing;  we  approached  it  once,  and  the  soundings  instantly  indicated  it. 

In  selecting  objects  for  cross  bearings.  North  Direction  Hill  and  Mount  Aymond  are  to  be  preferred 
to  Cape  Possession  and  Orange  Peak. 

Near  the  entrance  to  the  First  Narrows,  on  Delagado  Bank,  is  the  wreck  of  the  yacht  Northern  Light ; 
which,  if  the  weather  is  clear,  serves  as  a  good  mark  for  the  entrance. 

First  Narrows,  &c. — With  a  flood  tide  there  is  no  difficulty  in  the  First  Narrows;  after  emerging, 
should  the  wind  fail,  anchorage  may  be  had  in  from  10  to  14  fathoms,  between  Baranca  Point,  and  Triton 
Bank,  taking  care  to  avoid  the  kelp  near  the  north  shore.  Here,  as  in  every  other  part  of  the  strait,  it  is 
difficult  to  discover  kelp  until  it  is  close  aboard,  unless  it  is  anchored  in  thick  masses,  floating,  or  the 
weather  is  calm.     There  is  no  danger  in  passing  south  of  Triton  Bank. 

At  our  anchorage  near  Triton  Bank,  and  opposite  the  Narrows,  the  tide  set  by  us  at  the  rate  of  two 
and  a  half  knots  per  hour ;  while  in  the  Narrows,  we  certainly  had  no  more  than  three  knots  per  hour. 

Gregory  Bay. — When  clear  of  Triton  and  Kelp  Banks,  steer  for  the  highest  peak  of  the  sand  hills, 
which  form  Cape  Gregory,  and  when  the  extremity  of  the  cape  bears  S.  S.  W.,  or  a  better  mark  when  Capes 
St.  Vincent  and  Gregory  close,  you  are  in  17  fathoms,  with  clay  and  shells,  which  is  a  good  anchorage ; 
or  you  can  stand  on  till  within  one-third  of  a  mile  from  the  shore,  and  anchor  in  6  or  7  fathoms,  clay. 
This  is  an  excellent  anchorage,  and  with  good  ground  tackle  one  need  not  fear  any  wind. 

The  anchorage,  recommended  by  the  surveyors,  is  about  two  miles  to  the  N.  E.,  abreast  of  the  extreme 
northern  slope  of  the  sand  hills.  Be  careful  in  approaching  the  land  between  the  two  anchorages,  for 
there  is  a  sand-spit  which  makes  out  some  distance,  perhaps  a  quarter  of  a  mile  or  more. 

The  observatory  of  Capt.  King  was  on  the  highest  peak  of  these  sand  hills ;  the  bush,  which  he 
mentions,  has  been  destroyed. 


THE  STKAITS   OF   MAGELLAN.  627 

Second  Narrows. — On  leaving  Gregory  Bay,  take  advantage  of  the  flood  tide,  stand  out  into  the 
channel,  taking  care  not  to  pass  an  imaginary  line  drawn  from  Cape  Gregory  to  Point  N.  S.  de  Gracia,  and 
there  is  neither  danger  nor  difficuly  in  the  Second  Narrows.  The  south  shore  is  bold  close  to.  We 
experienced  more  current  here  than  in  any  other  part  of  the  strait.  If  a  vessel  should  be  caught  in  a 
heavy  gale  here,  there  is  little  danger,  as  she  can  easily  regain  an  anchorage  in  Gregory  Bay. 

Royal  Roads. — Anchor  anywhere  in  Eoyal  Roads  to  the  northward  of  the  shoal  between  Elizabeth 
Island  and  Pecket's  Harbor,  which  I  call  Royal  Shoal ;  the  ground  is  good,  tenacious  clay,  the  depth 
moderate,  and  there  is  but  little  tide. 

Between  the  N.  E.  end  of  Elizabeth  Island  and  Royal  Shoal,  and  half  a  mile  from  the  former,  there  is 
good  anchorage  in  7  fathoms,  clay.  The  tide  sets  constantly  to  the  eastward,  which  prevents  a  vessel  from 
tailing  towards  the  shore.  This  is  an  excellent  position  for  awaiting  an  opportunity  for  passing  down  the 
south  side  of  the  island.  Water  could  be  procured  here  by  digging  wells  in  the  clay  banks.  Muscles, 
wild  celery,  and  game  abound. 

One-eighth  of  a  mile  from  Sylvester  point,  there  is  7  fathoms;  and  at  about  one  hundred  and  fifty  feet 
from  2  to  2i  fathoms,  with  much  kelp.  A  vessel  can  go  close  to  tliis  end  of  the  island  without  danger. 
When  it  is  flood  tide,  the  "ripples"  are  very  heavy,  and  would  induce  a  stranger  to  imagine  himself  near 
a  dangerous  reef.     No  bottom  was  found  in  the  "rips,"  with  40  fathom  line  out. 

In  selecting  an  opportunity  for  passing  down  the  south  side  of  Elizabeth  Island,  ebb  tide  I  think  is 
to  be  preferred  to  the  flood  (in  either  case  a  commanding  breeze  is  necessary),  the  danger  of  drifting  on 
Santa  Martha  and  Magdalena  or  Wallis  Shoal,  is  entirely  removed,  and  there  is  little  or  none  of  being  set 
on  Elizabeth  Island;  the  tide  flows  up  from  the  southward  against  the  north  shore,  and  close  in  forms  an 
eddy  to  the  southward  and  westward.  Should,  however,  a  vessel  drift  too  near  the  island,  she  could 
anchor  close  in,  and  await  a  wind  to  enable  her  to  proceed. 

Keep  close  to  the  island ;  the  lead  will  be  the  best  guide  for  approaching  the  shore.  When  clear  of 
Wallis  Shoal,  "steer  for  Laredo  Bay,"  or  down  the  coast.  Cape  Negro  is  easily  distinguished,  forming  a 
high  black  bluff  on  the  north  side  of  Laredo  Bay. 

Laredo  Bay  and  Shoal.— Laredo  Bay  is  a  safe  and  snug  harbor  with  good  holding  ground.  Off  the 
south  point,  a  "Flat"  extends  out  to  the  eastward,  as  near  as  I  could  judge,  about  one  and  a  half  miles, 
with  3  fathoms  on  it.  I  sounded  to  within  one-eighth  of  a  mile  from  the  shore,  and  3  fathoms  was  the  least 
water  found. 

To  enter  Laredo  Bay  from  the  southward,  keep  Porpesse  Point  and  the  S.  W.  end  of  Elizabeth  Island 
a  little  open  (which  will  clear  the  shoal),  until  the  centre  of  the  bay  bears  W.  S.  W,  when  steer  that  course 
until  well  in,  and  anchor  in  5,  6,  or  7  fathoms.  The  north  shore  is  bold  close  to,  and  one-fourth  of  a  mile 
from  the  N.  W.  point  is  an  excellent  anchorage,  with  the  bottom  of  tenacious  clay.  This  place  possesses 
no  facilities  for  wooding  or  watering,  but  there  is  an  abundance  of  game. 

On  leaving,  stand  out  E.  N.  E.  till  the  above  range  is  on,  when  the  course  to  the  southward  is  clear. 

(Jalilina  Bay. — There  is  good  anchorage  in  Catilina  Bay  from  one-half  to  one  mile  from  the  shore,  on 


628  THE  WIND  AND  CUREENT  CHARTS. 

clay  bottom ;  the  lead  is  the  only  guide  for  approaching  the  land.  Five  miles  south  of  Laredo  Bay  the 
country  is  thickly  wooded. 

Eather  more  than  three  miles  north  of  the  extreme  end  of  Sandy  Point  (Punto  Arenas),  there  is  a 
small  stream  of  most  excellent  water,  which  can  be  easily  procured.  By  leading  a  hose  from  a  small  cas- 
cade to  the  boat,  casks  can  be  filled  in  a  few  minutes  without  the  trouble  of  disembarking  them.  Wood  is 
also  easily  obtained.  About  one-eighth  of  a  mile  south  of  the  stream  there  is  a  small  inlet,  affording  a 
good  harbor  and  landing  for  boats. 

Sandy  Point. — On  passing  Sandy  Point,  give  it  a  berth  of  at  least  one  and  a  half  miles,  for  a  shoal 
extends  out  to  the  eastward /mZ?^  one  mile.  A  large  pyramidal  buoy  will  soon  be  placed  on  this  shoal,  in 
four  fathoms  water,  at  low  tide.  It  will  be  painted  black,  with  the  depth  of  water,  in  fathoms,  marked  in 
white  on  each  side. 

CJdli  Settlement. — Chili  Settlement,  in  the  Territory  of  Magellan,  and  Province  of  Punto  Arenas,  is 
situated  about  three  miles  to  the  southward  and  westward  of  the  extremity  of  Sandy  Point,  where  the 
trend  of  the  land  turns  suddenly  to  the  southward. 

It  consists  of  about  eighteen  buildings,  including  a  church,  storehouse,  carpenter's  and  blacksmith's 
shops.     The  inhabitants  number  about  one  hundred  and  forty. 

Prom  six  to  nine  miles  back  in  the  country,  there  is  an  extensive  coal  mine,  which,  in  a  few  years, 
will  probably  render  this  place  an  important  station ;  for  the  Strait  of  Magellan  must,  sooner  or  later, 
become  the  great  thoroughfare  for  steamers  from  the  Atlantic  to  the  Pacific  Ocean,  unless  a  canal  is  made 
across  the  Isthmus  of  Darien. 

The  anchorage  is  exposed  from  east  to  S.  S.  W. ;  the  ground  is  good,  and  there  is  six  fathoms  water, 
to  within  one-fourth  of  a  mile  from  the  shore,  with  the  flagstaff  bearing  N.  W. 

On  approaching  or  leaving  the  anchorage,  care  must  be  taken  not  to  ground  on  the  'Spit,'  which 
makes  to  the  southward  and  eastward  about  one-fourth  of  a  mile,  and  is  formed  by  a  river  which 
disembogues  at  this  place.     The  '  Spit'  is  about  three-fourths  of  a  mile  to  the  eastward  of  the  town. 

The  anchorage  to  the  north  of  the  point  is  superior  in  every  respect  to  the  one  on  the  south  side ;  it  is 
more  protected,  wood  and  water  are  more  easily  procured,  and  there  is  no  diificulty  in  their  embarkation ; 
whereas,  at  the  settlement,  with  south  and  southwesterly  winds,  there  is  much,  and  frequently,  a 
dangerous  surf. 

From  Sandy  Point  to  Port  Famine. — Between  these  two  places,  keep  well  on  the  west  shore,  and  watch 
the  squalls  which  blow  from  the  land  close  by.  By  keeping  well  out  in  the  stream,  there  appears  to  be 
considerable  northerly  current,  and  the  wind  varies  so  frequently  that  it  is  difficult  beating. 

Avoid  Eocky  Point.     I  have  been  informed  that  a  shoal  extends  out  about  one  mile. 

Port  Famine. — For  any  class  of  vessels.  Port  Famine  is  a  safe,  convenient,  and  well  protected  harbor, 
with  muddy  bottom.  There  is  no  difficulty  in  entering  or  leaving,  unless  the  wind  fails.  Kelp  extends 
off  about  one  hundred  and  fifty  feet  from  Point  Santa  Anna,  which  should  be  avoided.  I  have  been 
informed  that  there  is  a  dangerous  rock  in  it,  near  the  point. 


THE  STRAITS   OF  MAGELLAIC,  629 

In  the  second  cove  to  the  northward  and  westward  of  Point  Santa  Anna,  excellent  water  is  easily 
procured,  by  digging  wells  at  the  edge  of  the  bank.  The  beach  is -strewn  with  drift-wood,  which  makes 
excellent  fuel ;  besides  this,  the  facilities  for  wooding  are  not  good,  although  there  is  plenty  of  it. 

Steamboat  Cove  is  a  snug  little  bay,  which  might  be  serviceable  for  small  vessels,  when  unable  to 
reach  Port  Famine;  it  would  be  better  for  them  to  anchor  here,  than  to  remain  under  way  all  night. 

There  is  no  difficulty  in  recognizing  Point  Santa  Anna.  Of  the  clumps  of  trees  on  the  point,  men- 
tioned by  Captain  King,  R.  N".,  a  large  number  have  been  cut  down;  but  enough  remain  to  serve  as  a 
mark  ;  near  them  is  a  house  conspicuously  placed,  and,  on  the  higher  lands,  the  cemetery  and  ruins  of  the 
settlement  still  remain,  which  alone  are  suflScient  to  indicate  the  place. 

Port  Famine  to  St.  Nicholas  Bay. — In  sailing  from  Port  Famine  to  Cape  Isidro,  with  a  westerly  wind 
the  squalls  are  very  severe.  Mount  Sam,  of  which  Cape  Isidro  is  the  southeastern  point  of  its  base,  has 
several  deep  gullies,  where  one  is  almost  certain  to  meet  with  furious  '  Willie  Waus.'  With  westerly 
winds.  Cape  Isidro  is  difficult  to  pass,  but  when  once  round,  a  ship  can  work  to  windward  very  well  as  far 
as  St.  Nicholas  Bay,  by  keeping  on  the  north  shore  and  taking  advantage  of  the  slants.  The  harbors  in 
this  vicinity  are  easily  distinguished. 

St.  Nicholas  Bay. — The  peak  of  Noadales  and  Nassau  Island  are  sufficient  marks  for  the  locality  of  this 
bay.  It  is  an  excellent  harbor,  the  ground  good,  and,  to  the  eastward  of  the  islet,  from  6  to  8  fathoms, 
mud  and  sand,  will  be  found  until  close  in.  Soundings  will  not  be  obtained  until  nearly  between  the 
islet  and  the  eastern  point  of  the  harbor,  when  the  depth  changes  suddenly  from  50  to  7  fathoms.  There 
is  plenty  of  room  on  both  sides  of  the  islet,  but  less  water  than  when  the  place  was  surveyed. 

Snug  Bay. — A  small  green  islet  is  the  distinguishing  mark  for  this  bay.  It  is  the  first  harbor  to  the 
westward  of  Cape  Froward,  and  five  miles  from  it.  It  is  a  fine  capacious  bay,  with  a  sand  beach — two 
rivulets  emptying  into  it.  To  the  eastward  of  the  islet  and  ridge  of  rock.s,  extending  from  it  to  the  shore, 
in  a  northwesterly  direction,  there  are  from  6  to  8  fathoms  all  over  the  bay,  until  close  in.  The  water 
shoals  suddenly  from  17  to  8  fathoms,  and  soundings  will  not  be  obtained  with  a  hand  lead  till  the  islet 
bears  about  N.  W.  by  W.  i  W. 

On  entering  Snug  Bay,  give  the  islet  a  berth  of  one-fourth  to  three-fourths  of  a  mile,  passing  to  the 
eastward  of  it ;  from  one-quarter  to  one-half  of  a  mile  is  the  best ;  and  when  the  rock  to  the  northward 
and  westward  of  the  isles  is  in  range  with  the  centre  of  the  mount  which  forms  Cape  Holland,  there  is  8J 
fathoms. 

When  the  above  mount  is  between  the  rock  and  western  point  of  the  bay,  or  the  former  is  closing 
with  the  latter,  there  is  7  fathoms,  which  is  probably  the  best  anchorage,  as  it  is  well  protected  from  east 
round  by  north  to  southwest. 

When  the  southern  point  of  Cape  Holland  is  in  range  with  the  western  point  of  the  harbor,  there  are 
six  fathoms,  and  about  a  cable's  length  further,  four  fathoms. 

The  bottom  is  composed  of  clay,  sand,  and  broken  shells. 

Owing  to  the  high  precipitous  mountains  with  which  the  bay  is  surrounded,  it  appears  much  smaller 


680  THE  WIND  AND  CURKENT  CHARTS. 

than  it  really  is ;  which  is  the  probable  reason  why  navigators  have  passed  it  by  so  lightly.     It  is  formed 
very  much  like  the  Bay  of  St.  Nicholas. 

Wood^s  Bay. — Wood's  Bay  is  inferior  to  Snug  Bay  in  size,  and  also  as  an  anchorage.  There  is  no 
difficulty  in  entering  or  leaving,  and  it  is  a  good  stopping  place.  Wood  and  water  are  easily  procured. 
There  is  a  large  stream  emptying  into  the  bay,  and  a  little  to  the  eastward  of  it  there  is  a  small  brook  of 
good  water.  It  is  not  advisable  to  go  much  inside  of  8  fathoms,  as  the  water  near  the  shore  shoals — sud- 
denly from  six  to  four  and  one  fathoms. 

By  anchoring  to  the  eastward  of  the  river,  and  avoiding  the  kelp  in  front  of  the  shore  sufficiently  to 
allow  a  vessel  to  veer,  a  good  berth  will  be  secured.     Bottom,  fine  sand. 

On  entering  or  leaving  Wood's  Bay,  when  the  following  points  are  in  range  with  Cape  Holland,  the 
corresponding  depths  will  be  found  : — 

The  south  point  of  Charles  Island 8J  fathoms. 

North  "  "  "  12         " 

Monmouth  Island 13J       " 

Charles  Island  open  about  its  length 15         " 

And  when  the  south  point  of  Charles  III.  Island  is  in  range,  there  is  deep  water. 

Garde's  Bay. — When  unable  to  reach  Fortescue  Bay,  Corde's  Bay  is  a  very  good  and  convenient 
anchorage.  Ten  to  six  fathoms,  with  occasional  kelp,  will  be  found  from  one-half  to  one  mile  from  the 
shore. 

Directions  for  Anchoring. — Stand  in  about  half  way  between  Muscle  Island  and  the  west  point  of  the 
bay,  off  which  there  is  a  large  mass  of  kelp ;  and  when  between  the  island  and  point,  or  when  the  most 
southern  point  of  land  between  Fortescue  and  Corde's  Bays  is  in  range  with  Monmouth  Island,  anchor  in 
7  fathoms,  clay,  sand,  and  shell,  and  there  will  be  plenty  of  room  to  veer.  I  found  6  fathoms  close  to 
Muscle  Island,  and  the  rocks  to  the  southward  and  eastward  of  it,  and  5  fathoms  in  the  edge  of  the  kelp 
off  the  western  point  of  the  harbor. 

If  the  weather  is  mild,  you  can  anchor  outside  as  soon  as  you  get  six  fathoms.  The  bottom  is  clay 
and  pebbles  under  sand. 

Fortescue  Bay. — Fortescue  Bay  is  a  good  anchorage  in  every  respect,  and  equal  to  any  in  the  strait ;  it 
is  entirely  devoid  of  danger,  and  the  shore  is  bold  close  to.  Good  anchorage  will  be  found  wherever  there 
are  from  7  to  12  fathoms,  giving  the  ship  sufficient  room  to  swing,  and  to  veer  cables  if  necessary.  The 
bottom  is  composed  of  mud  and  sand. 

By  bringing  Wigwam  Island  to  bear  N.  N.  W.,  and  steering  for  it  until  in  7  or  6  fathoms,  the 
anchorage  recommended  by  Captain  King,'  E.  N.,  will  be  secured. 

About  two  or  three  cables'  lengths  from  the  shore  in  the  northwestern  part  of  the  bay,  in  7  fathoms, 
a  ship  will  be  in  a  very  snug  berth,  and  be  well  protected  from  the  prevailing  winds. 

If  it  is  desirable  to  wood  and  water,  the  first  anchorage  is  the  most  convenient,  as  it  is  near  the  river 
on  the  eastern  shore,  opposite  to  Wigwam  Island,  where  most  excellent  water  may  be  procured  by  pulling 
a  short  distance  np  the  stream. 


THE   STRAITS   OF   MAGELLAN,  681 

(hj)e  Qallant  to  York  Roads. — From  Cape  Gallant  to  within  about  one  mile  and  a  half  of  Passage  Point, 
the  shore  is  very  steep  and  bold  close  to,  and  there  is  no  appearance  whatever  of  an  anchorage ;  but, 
between  Passage  Point  and  the  above  distance  to  the  eastward  of  it,  there  are  several  beaches,  composed  of 
sand  and  shingle,  and  also  two  rivers.  Abreast  of  the  largest  or  western  river,  which  disembogues  near 
the  middle  of  a  long  sand  beach,  there  appears  to  be,  and  no  doubt  is,  very  good  anchorage.  Passage 
Point  will  be  recognized  by  a  rock  a  short  distance  from  it. 

We  did  not  enter  Elizabeth  Bay ;  it  appeared  to  be  well  protected  and  a  good  anchorage.  When 
abreast  of  Rupert's  Island,  it  cannot  be  mistaken. 

York  Roads. — This  anchorage  is  easily  distinguished  by  Woody  Point,  and  the  great  width  of 
Batchelor  River.  A  shoal  makes  out  from  the  shore  about  one-fourth  of  a  mile,  and  from  Woody  Point 
more  than  half  a  mile,  which  should  be  carefully  avoided,  as  the  water  shoals  suddenly  from  6  to  3 
fathoms.  Although  the  bottom  is  fine  coral,*  and  very  bad  holding  ground,  there  appears  to  be  little  danger 
of  a  ship's  dragging;  as  the  Decatur  rode  out  a  heavy  gale  of  nine  days'  duration,  and  most  of  the  time 
with  only  one  anchor  down. 

It  is  an  excellent  stopping- place;  and  the  shore  abounds  with  wood,  game,  wild  celery,  and  scurvy 
grass. 

When  standing  into  York  Roads  for  an  anchorage,  bring  the  mouth  of  Batchelor  River  to  bear  half 
way  between  two  remarkable  distant  peaks  beyond  the  valley ;  steer  in  this  range,  and  when  in  from  10 
to  8  fathoms,  anchor ;  when  this  position  is  secured,  the  most  southern  point  of  land  on  the  north  shore, 
which  can  be  seen  beyond  Passage  Point,  and  the  eastern  point  of  the  Roads  will  be  open,  apparently,  from 
one  to  two  ships'  lengths. 

'fides. — The  tides  between  Cape  Gallant  and  Cape  Quod  are  very  strong,  and  exceedingly  so  between 
Passage  Point  and  the  latter  place;  the  success  of  a  vessel  beating  to  windward  /ie?-e,  depends  almost 
entirely  upon  them. 

At  York  Roads,  on  the  full  and  change  days,  it  was  high  water  at  2  P.  M.  Nineteen  westerly,  and 
eighteen  easterly  tides  were  observed,  from  which  data  the  average  duration  of  the  westerly  current  is  six 
hours  and  seven  minutes,  and  the  easterly  six  hours  and  thirty-four  minutes.  The  tides  are  not  regular, 
owing  to  the  fresh  prevailing  winds  which  frequently  cause  them  to  vary  from  one  to  three  hours. 

Byroris  Shoal.  Crooked  Reach. — Near  the  eastern  entrance  of  Crooked  Reach,  and  about  half  a  mile 
from  the  north  shore,  lies  a  shoal  on  which  Commodore  Byron  anchored,  in  the  Dolphin,  in  15  fathoms 
water.  A  short  distance  to  the  eastward  of  the  Dolphin's  position,  with  Cape  Quod  bearing  W.  S.  W.,  and 
Jerome  Point  N.  by  E.  \  E.,  there  is  a  large  mass  of  anchored  kelp,  through  which  the  Decatur  passed 
sounding  in  6  fathoms;  the  rock  to  which  the  kelp  is  attached,  being  frona  one  to  two  hundred  feet  to  the 
eastward.  Of  the  depth  of  water  on  this  rock  I  have  no  idea,  as  we  had  no  opportunity  of  examining  it. 
A  line  drawn  from  the  anchorage  in  York  Roads  to  Cape  Quod  will  pass  about  half  a  mile  to  the  south- 


*  Was  thig  coral  liviug  or  tIeaJ?    Spccimcne  of  it  would  have  been  very  acceptable — M. 


632  THE  WIND  AND  CURRENT  CHARTS. 

ward  of  the  kelp,  and  when  Jerome  Point  bears  N.  N.  E,  a  vessel  bound  to  tlie  westward  will  be  past  the 
Shoal. 

Red  Rock. — Excepting  Byron's  Shoals,  this  is  the  only  danger  in  Crooked  Eeach.  It  appears  to  have 
been  first  reported  by  Lieutenant  Simpson,  who  was  with  Commodore  Byron  in  1764.  Again,  in  1848,  it 
was  examined  by  the  ofiBcers  of  H.  B.  M.  steamship  Gorgon,  and  by  them  received  its  name.  They  found 
five  feet  water  on  it,  and  Lieut.  Simpson  and  Capt.  Paynter  both  represent  it  as  being  well  buoyed  out  by 
kelps.  Four  bearings  were  taken  on  it,  which  do  not  agree,  and  its  position  remained  uncertain.  Two  of 
the  bearings  which  do  cross,  locate  it  rather  more  than  half  a  mile  from  the  south  shore  between  El  Morion 
and  Big  Ortiz  Islands.  We  examined  this  vicinity  very  carefully  in  a  boat,  and  could  discover  no  appear- 
ance of  kelp  or  the  rock.  We  repeatedly  crossed  this  part  of  the  strait,  both  by  day  and  night,  and  no 
rock  or  anchored  kelp  was  found. 

About  half  way  between  Cape  Quod  and  the  most  southern  of  the  Ortiz  Islands,  and  projecting  some 
distance  to  the  southward  of  a  line  drawn  from  the  island  to  the  cape,  there  is  a  large  mass  of  kelp,  under- 
neath which  I  feel  certain  is  the  rock  in  question.  This  weed  is  a  little  to  the  northward  of  the  middle 
of  the  strait,  but  in  consequence  of  the  peculiar  contour  of  the  land,  and  the  position  of  the  Ortiz  Islands, 
it  appears  to  an  observer  on  passing,  to  be  well  on  the  north  shore. 

A  vessel  will  avoid  Eed  Eock  by  paying  attention  to  the  following  directions : — 

When  the  eastern  point  of  Borja  Bay  bears  N.  by  W.,  or  the  southern  Ortiz  north,  the  rock  is  to  the 
westward;  and  when  the  north  point  of  El  Morion  (a  light  gray  perpendicular  rock),  bears  S.  S.  E.,  the  rock 
is  to  the  eastward.  When  between  the  above  bearings,  do  not  go  to  the  northward  of  the  range  of  Cape 
Quod  or  with  the  southern  point  of  the  small  island  near  the  cape,  and  which  lies  a  little  to  the  south  of 
west  from  it.  Do  not  shut  the  island  in,  and  you  will  be  well  clear  of  the  danger.  Should,  however,  the 
island  be  obscured  by  thick  weather,  do  not  bring  Cape  Quod  to  bear  anything  to  the  south  of  west,  for  the 
cape  bears  about  south  by  west  from  the  southern  edge  of  the  kelp. 

I  am  confident  that  there  are  no  other  dangers  in  Crooked  Eeach. 

Borfa  Bay. — Borja  Bay  is  small,  well  protected  from  the  prevailing  winds,  and  entirely  free  of  dangers. 
Two  rivulets  of  good  water  empty  into  it,  and  its  shores  abound  with  wood. 

The  best  anchorage  is  in  twelve  fathoms  near  the  head  of  the  bay,  and  to  the  westward  of  the  eastern 
rivulet ;  without  a  leading  wind  it  is  difficult  to  reach  this  position,  as  there  is  not  sufficient  room  for  a  ship 
to  beat. 

Vessels  standing  into  Borja  Bay  with  a  westerly  wind,  should  lufi"  close  round  the  kelp  off  the  eastern 
end  of  Big  Ortiz  (there  are  fourteen  fathoms  in  the  outer  edge),  and  if  the  squalls  from  the  "  Gullies"  are 
too  strong  and  baiBing  to  work  in,  shoot  over  to  the  N.  E.  side  of  the  bay,  and  anywhere  to  the  westward 
of  its  eastern  point ;  from  three-fourths  to  one  and  a  half  cables'  length  from  the  beach  there  is  good 
anchorage,  in  from  fifteen  to  twenty -five  fathoms,  yellow  clay. 

There  are  from  three  and  a  half  to  five  fathoms  close  to  the  shore  in  the  kelp.  The  current  on  this 
side  of  the  bay,  close  in,  appears  to  set  constantly  to  the  southward  and  eastward. 


THE  STKAITS  OF  MAGELIiAN.  633 

Long  Reach. — In  the  present  unexplored  state  of  Long  Reach,  the  first  harbor  on  which  a  ship  of  five 
hundred  tons  can  depend  for  a  safe  anchorage,  is  Plaza  Parda  Cove,  excepting,  perhaps,  Velena  Cove,  a 
short  distance  to  the  eastward  of  Guiron  Bay.  "We  passed  close  to  it,  and  it  appeared  to  be  a  good  stopping 
place.  Barceola  and  Orsono  Bays  should  be  carefully  examined;  for,  if  there  is  good  anchorage  in  them, 
they  are  very  convenient  and  of  easy  access. 

Langary  Bay,  Lion  Cove,  Arce  and  Flores  Bays,  follow  each  other  in  quick  succession ;  they  are 
uninviting  and  too  contracted  for  anything  but  a  small  brig  or  schooner. 

Guiror  and  Glacier  Bays  are  conveniently  located,  and  appear  to  be  good  anchorages. 

On  the  south  shore,  Swallow  Bay  is  the  only  one  which  seems  to  be  a  good  and  secure  harbor.  Kelp 
extends  from  the  island  half  way  across  the  entrance,  and  there  is  a  rock,  a  little  above  water,  near  the 
northeastern  point  of  the  island. 

Plaza  Parda  Gove. — This  excellent  harbor  will  be  easily  recognized  by  its  proximity  to  the  deep  Bay 
of  Plaza  Parda  and  Shelter  Island. 

The  depth  of  water  varies  from  4  to  7  fathoms.  There  are  7  fathoms  alongside  the  steep  shores  of  Middle 
Point,  and  in  the  thick  kelp  on  either  point  of  the  entrance,  3  J  fathoms.  Kelp  extends  nearly  half  way 
across  from  the  western  shore,  but  it  is  anchored  in  5  and  6  fathoms.  The  Decatur  anchored  in  6  fathoms, 
sticky  bottom,  with  kelp  all  around  her. 

The  inner  harbor,  connected  with  the  outer  one  by  a  channel  about  one  hundred  and  fifty  feet  wide, 
is  one  o'f  the  most  complete  wet  docks  in  the  world.  It  is  entirely  sheltered  from  all  winds,  and  several 
streams  of  excellent  water  empty  into  it,  which  can  be  procured  without  difficulty.  This  is  an  excellent 
harbor  for  a  steamer  or  schooner.     A  vessel  can  go  close  alongside  of  Middle  Point.    Wood  is  very  scarce. 

Directions  for  Anchoring. — Stand  in  about  half  way  between  the  east  and  west  points  of  the  entrance, 
and,  when  between  them,  anchor.  By  keeping  clear  of  the  thick  kelp  off  the  Point,  there  is,  I  believe,  no 
danger  but  what  is  above  water. 

Near  Cape  L'Etoil,  there  is  a  fine  bay  extending  to  the  northward  nearly  a  mile,  of  which  no  mention 
is  made  in  the  Sailing  Directions ;  at  its  head  there  is  a  sand  beach,  and  every  appearance  of  an  anchor- 
age.   This  would  be  a  good  harbor  for  a  steamer,  as  it  is  convenient  and  well  protected. 

Sea  Reach. — With  the  exception  of  the  Harbor  of  Mercy,  I  know  nothing  of  the  anchorages  in  Sea 
Eeach,  as  we  did  not  visit  any  other.    All  the  harbors  are  easily  distinguished. 

Harbor  of  Mercy. — On  approaching  this  harbor,  it  appears  to  be  merely  a  slight  indentation  in  the 
coast,  but  Observation  Islands  serve  to  point  it  out  distinctly.  It  is  a  most  excellent  and  convenient 
harbor,  and  well  deserves  its  name.  Abreast  #f  the  islands,  there  are  11  and  12  fathoms,  and  kelp  all  the 
way  across,  with  good  holding  ground. 

A  vessel  should  anchor  at  or  near  the  mouth  of  the  cove  in  the  southwestern  point  of  the  harbor ; 
by  coming-to  further  out,  she  will  be  at  too  great  a  distance  from  the  watering  places,  and  exposed  to  a 
heavy  swell. 

General  Remarlcs. — I  believe  that  there  are  no  dangers  in  the  Straits  of  Magellan,  excepting  those 
80 


634  THE  WIND  AND  CURRENT  CHARTS. 

■which  have  at  different  periods  been  noticed,  and  directions,  for  most  of  them,  are  embodied  in  the  works 
of  Captains  King  and  Fitzroy,  E.  N.  We  certainly  have  had  an  opportunity  of  testifying  to  the  truth 
and  accuracy  of  their  Charts  and  Sailing  Directions,  on  our  long  passage  from  Cape  Virgins  to  the 
Pacific. 

Disregarding  the  wind  and  weather,  I  do  not  believe  that  there  is  a  body  of  water  in  the  world,  of 
equal  dimensions,  so  devoid  of  danger,  or  so  easily  or  safely  navigated. 

I  must  again  repeat,  that  the  strong  westerly  winds  and  rains  in  the  Western  Eeaches,  form  the  sole 
objections  to  the  passage  of  a  sailing  vessel  from  the  Atlantic  to  the  Pacific  Ocean ;  and  I  would  advise 
no  square-rigged  merchant  vessel  to  undertake  it  on  that  account.  For  a  steamer,  there  is  no  difficulty ; 
and  this  is  the  route  for  them.  Were  a  line  of  good  tug-boats  established  here,  few  vessels  would  ever 
go  round  Cape  Horn. 

The  passage  from  the  Pacific  to  the  Atlantic  is  simple  enough,  as  the  winds  are  fair  during  eleven 
months  of  the  year,  in  the  difficult  reaches. 

From  Cape  Virgins  to  Sandy  Point,  northerly  and  easterly  winds  are  common,  and  there  is  but  little 
rain ;  but  from  the  latter  point  to  Cape  Pillar,  westerly  winds  blow  almost  constantly,  and  there  is  seldom 
a  day  but  what  either  snow  or  rain  falls,  between  Capes  Gallant  and  Pillar. 

Between  Cape  Froward  and  Charles  Islands,  the  Strait  is  from  5  to  7  miles  wide,  and  there  is  plenty 
of  room  to  work  ship. 

English,  Crooked  and  Long  Eeaches  are  narrow  and  confined,  varying  in  width  from  one  and  a  quarter 
to  two  and  a  half  miles;  and  in  either  of  these,  no  one,  unless  forced  by  calms,  should  ever  remain  under 
way  all  night.  We  were  obliged  to  pass  several  nights  in  the  two  latter  Eeaches,  and  I  can  safely  assert 
that  no  one  who  has  ever  tried  the  experiment  will  care  to  repeat  it. 

Sea  Eeach  is  from  seven  to  fourteen  miles  wide,  and,  if  caught  out  here  at  night,  there  need  be  no 
apprehension,  as  there  is  sufficient  room  to  work  ship,  and  the  shores  are  bold  and  high. 

Nearly  all  the  headlands  in  the  Strait  are  easily  distinguished. 

The  tides  between  Cape  Virgins  and  English  Eeach  are  very  regular,  and  it  is  important  that  a  ship 
should  take  advantage  of  them.  Between  Capes  Gallant  and  Quod  they  are  exceedingly  irregular,  and  it 
is  difficult  to  know  when  it  is  flood  or  ebb  in  the  stream.  It  is  useless  to  attempt  to  beat  against  them  in 
English  Eeach. 

After  passing  Cape  Quod,  they  are  of  little  importance.  There  appears  to  be  a  current,  governed  by 
the  winds,  running  to  the  eastward ;  as  a  general  thing,  it  will  not  materially  affect  a  vessel's  beating  to 
windward. 

In  the  western  Eeaches  every  one  must  be  prepared  for  some  very  violent  squalls,  frequent  rain,  snow, 
hail,  and  thick  weather,  which,  however,  during  the  day,  do  not  much  impede  navigation  unless  it  is 

From  Catilina  Bay  to  Barja  Bay,  wood,  water,  game,  muscles  and  limpets  abound  in  nearly  every 


THE   BAROMETER   OFF  CAPE   HORN.  635 

harbor  on  tlie  Patagonia  shore.     I  know  but  little  of  the  Faegian  coast.     To  the  westward  of  Cape  Quod, 
the  harbors  will  furnish  plenty  of  water,  but  small  supplies  of  wood. 

I  cannot  close  this  report  without  expressing  my  thanks  and  obligations  to  the  captain  of  the  French 
war  steamer  Catinat  (I  regret  that  I  do  not  know  his  name),  and  to  Captains  Sweeney  and  "Waterman,  of 
the  American  merchant  service,  for  valuable  information  relating  to  the  Straits  of  Magellan. 

Very  respectfully. 

Your  obedient  servant, 

THOMAS  S.  PHELPS, 

Late  Master  of  the  Decatur." 

Isaac  S.  Sterett,  Esq. 

Commanding  U.  S.  Sloop  of  War  Decatur. 


THE  BAROMETER  OFF  CAPE  HORN. 


In  1831,  I  doubled  Cape  Horn  in  the  U.  S.  ship  Falmouth.  I  was  master  of  the  ship,  and  it  did  not 
escape  my  attention  that  there  were  certain  anomalies  of  the  barometer  in  those  regions.  I  found  the 
barometric  pressure  off  and  about  Cape  Horn,  not  only  much  less  than  it  is  at  the  sea-level  generally,  but 
I  observed  that  certain  fluctuations  of  the  barometric  column  off  the  Horn,  did  not,  as  in  other  parts  of 
the  sea,  always  indicate  certain  changes  in  the  weather. 

I  communicated  a  paper  upon  this  subject  to  the  American  Journal  of  Arts  and  Sciences*  which  was 
published  in  that  Journal  in  1834,  and  from  which  the  following  extract  is  taken : — 

"  The  barometer  has  not  been  found  to  be  of  much  practical  utility  off  Cape  Horn ;  how  useful  soever 
it  may  be  in  middle  latitudes,  by  indicating  the  approach  of  hurricanes,  it  is  no  index  to  the  wind  in  the 
high  latitudes  to  the  south  of  Cape  Horn.  He  who,  in  the  Chinese  seas,  is  warned  by  the  barometer  of  the 
approaching  typhoon,  and  can  foretell  the  coming  of  a  gale  by  the  height  of  the  mercury  in  it,  finds  that 
off  Cape  Horn  the  same  indications  are  frequently  followed  by  moderate  breezes,  and  even  by  calms.  Here, 
the  mercury  below  the  mean  height  of  lower  latitudes  becomes  very  unsteady,  falling  and  rising  several 
inches  in  a  few  hours.  During  the  strength  of  a  gale,  sometimes  it  is  observed  to  rise;  at  other  times,  it 
falls,  or  remains  in  statu  quo.    Its  mean  height,  south  of  the  latitude  of  Cape  Horn,  is  29.03  in. 

"  As  the  Pacific  coast  of  Terra  del  Fuego  and  Patagonia  is  approached  with  the  wind  from  the  west- 
ward, the  mercury  in  the  barometer  ascends.  When  the  wind  is  strong,  it  rises  above  thirty  inches,  and 
close  under  the  land,  with  fresh  westerly  gales,  it  frequently  stands  above  30.50  in. 

"  From  lat.  45°,  embracing  a  region  towards  the  south  of  twelve  or  thirteen  degrees  in  breadth,  the 
most  prevalent  winds  are  from  the  westward.     Vessels  entering  this  region  from  the  south  have  a  rise  in 


*  Vol.  XXVI.  p.  54. 


636,  THE  WIND  AND  CURRENT  CHARTS. 

the  barometer,  when  the  wind  is  on  the  land.  The  rise  is  generally  observed  to  commence  about  the 
latitude  of  the  cape,  continuing  to  increase  as  the  land  is  neared ;  and,  when  the  winds  are  fresh,  a  greater 
accumulation  of  atmosphere  is  shown  by  a  higher  range  of  the  mercury. 

"  The  result  of  my  own  barometrical  observations,  compared  with  others  to  which  I  have  had  access, 
shows  that  within  this  region  the  barometer  stands  higher,  when  the  winds  are  from  the  westward,  than 
it  does,  caeleris  parilus,  between  the  same  parallels  in  the  Atlantic.  The  difference  is  nearly  as  29  to  30, 
and  increases  as  the  land  is  approached.  This  accumulation  of  atmosphere  is  caused  from  the  obstruction 
which  the  mountains  of  Patagonia,  and  the  highlands  of  Terra  del  Fuego  afford  to  the  winds  in  their  pas- 
sage across  the  continent  towards  the  Atlantic."* 

According  to  Erman,  there  is  a  low  barometer  also  in  the  sea  of  Ochotsk.  This  observant  traveller 
mentions  also  a  district— the  basin  of  Lake  Baikal— remarkable  for  its  barometric  anomalies,  in  Asia ;  where, 
in  winter,  there  is  a  cloudless  sky  with  a  high  barometer.  This  region  of  permanently  dry  and  heavij  air, 
is  antipodal  to  the  region  of  light  and  damp  air  off  Cape  Horn.  But  it  is  probably  due  to  the  influence 
of  the  desert  and  mountain  ranges  of  Asia,  which,  after  having  extracted  the  moisture  from  it,  and  then 
withholding  supplies  of  more,  combines  to  disturb  the  general  system  of  atmospherical  circulation. 

Several  years  (1839)  after  I  had  called  attention,  in  SilUmarCs  Journal,  to  the  low  barometer  off  Cape 
Horn,  the  Eoyal  Society  of  England  alluded  to  the  phenomenon  in  their  report  on  the  Instructions  for 
Eoss'  Expedition  to  the  Antarctic  Kegions.  They  point  to  a  remark  by  Captain  Foster,  as  the  first  sugges- 
tion of  this  anomalv.  The  Prussians  claim  it  for  their  Admiral  LUtke,  who  observed  it  when  he  doubled 
the  cape  in  1827.  I  am  unable  to  decide  as  to  priority.  I  lay  no  claim  to  it ;  for  the  phenomenon  was 
traditional  among  Cape  Horn  navigators,  when  I  first  doubled  that  cape.  This  was  in  the  U.  S.  ship 
Brandy  wine,  1826;  and  no  observant  navigator  can  perform  that  voyage,  without  noting  the  low  range 
of  his  barometer  in  those  stormy  regions. 

My  own  opportunities,  however,  for  investigating  this  subject  in  1831,  1832,  were  not  as  good  as  they 
now  are.  I  determined,  therefore,  with  sea  journals  in  abundance  before  me,  to  review  the  question  of 
mean  height,  as  well  as  to  re-examine  the  opinions  of  navigators  concerning  the  barometric  indications  as 
to  the  weather  oflf  the  cape.  I  thereupon  requested  Mr.  0.  C.  Badger,  P.  M.  U.  S.  Navy,  to  extract,  from 
the  first  Cape  Horn  abstracts  that  he  should  take  up,  the  opinions  therein  expressed  with  regard  to  the 
barometer.  In  a  little  while  he  brought  me  in  a  number,  among  which  but  three,  viz :  Capt.  Hull,  of  the 
Charles  Mallory,  Capt.  Littlefield,  of  the  Alboni,  and  Capt.  Scott,  of  the  Adelaide  Metcalf,  spoke  in  favor  of 
it.  Capt.  Hull  says:  " My  barometer  tells  the  weather  here  to  a  charm."  Capt.  Littlefield  says:  "Never, 
in  one  instance,  has  my  barometer  deceived  me;"  and  Capt.  Scott  remarks:  "Thus  far,  I  think,  the 
barometer  has  been  an  infallible  guide  as  to  the  weather." 

1  have  also,  since,  received  tlie  following  log  of  the  ship  Queen  of-  Clippers  (John  Zerega),  from  New 
York  to  San  Francisco. 

"  Sept.  2.    Lat.  56°  08'  S. ;  long.  65°  27'  W.    Barometer  at  noon,  28.70  ;  temperature  of  air,  36° ;  of 


On  the  Navigation  of  Cape  Horn,  by  M.  F.  Maury,  P.  Mid.  U.  S.  Navy,  Vol.  XXVI.  Am.  Joum.  Sciences. 


THE   BAROMETER   OFF   CAPE   HORN.  637 

water,  40°.  Winds:  first  part,  W.  N.  W.;  middle  part,  S.  S.  W.;  latter  part,  "W.  by  S.  Commences 
light  winds  and  beautiful  weather  ;  at  2  P.  M.  heavy  tide  rips,  nearly  turn  the  ship  round  with  the  wheel 
hard  up.  At  9  P.  M.  light  wind  from  S.  W.,  wore  ship.  At  10  P.  M.,  calm,  squall  gathering  from  S.  S.  W. ; 
in  royals,  and  clewed  up  everything  except  topsail  and  foresail ;  but  before  we  got  through,  it  struck  ua, 
and  I  was  glad  that  I  was  so  well  prepared  for  it.  It  blew  very  hard  for  three  hours ;  close  reefed  fore  and 
mizzen  topsails,  and  doubled  reefed  main  topsail  and  mainsail.  Latter  part,  heavy  gales  and  hail ;  ship  under 
the  same  sail.  We  seem  to  be  pursued  by  contrary  winds.  (I  see  in  your  book  of  Directions,  that  some  of 
the  captains  state  that  they  do  not  consider  the  barometer  as  a  guide  in  high  southern  latitudes ;  but  I 
diilfer  from  them,  although  I  may  not  have  had  as  much  experience  as  some  of  them,  having  been  13 
years  at  sea,  of  which  time  I  have  been  captain  six  years).  I  think,  if  the  glass  falls  three  or  four  tenths  in 
a  few  hours,  it  is  almost  positive  that  it  will  be  succeeded  by  a  gale  or  very  heavy  gust,  which  will  last 
several  hours,  although  the  simple  fact  that  the  barometer  falls  does  not,  as  a  natural  consequence,  predict 
wind ;  it  only  shows  that  there  is  a  commotion  in  the  atmosphere  in  your  vicinity,  which  may  be  succeeded 
by  wind  or  rain,  but  I  think  more  likely  by  the  former.  If  you  would  be  so  kind  as  to  write  me,  on  my 
next  voyage,  a  particular  track  which  I  should  follow,  you  would  oblige  me  very  much;  also  the  mistake 
which  I  made  on  this  voyage ;  and,  if  you  please,  I  should  like  to  hear  your  opinions  concerning  the  baro- 
meter." 

All  the  other  opinions  are  adverse ;  I  quote  a  few  of  them  : — 

"  The  barometer  remains  low  all  the  time ;  it  appears  to  be  of  no  use  here." — D.  C.  Landis,  ship  F.  W. 
Brum. 

"  Barometer  useless." —  W.  L.  Phinney,  ship  Kentucky. 

"The  mercury  here  appears  to  be  very  lively — will  rise  and  fall  from  30.10  to  29.16  rapidly;  but  it  is 
to  be  observed  that  this  variation  is  not  attended  with  the  same  degree  of  increase  and  decrease  of  wind 
that  we  experience  elsewhere.  Consider  the  barometer  here  of  very  little  use." — T.  Dahlgren,  barque 
Byron. 

"Barometer  rising;  but  find  it  no  guide  whatever." — S.  M.  Hudgins,  barque  Hugh  Birkhead. 

"Barometer,  unsteady;  squalls  the  same,  without  any  apparent  effect  on  the  barometer.  I  do  not 
trust  to  it." — Cliarles  A.  Banleli,  ship  Swprise. 

"The  mercury  fell  this  day  1.42  in.,  and  no  wind  to  speak  of."— TT.  E.  Putnam,  ship  Empreaa 
of  tlie  Seas. 

"  I  watch  the  barometer  closely ;  but  do  not  think  it  is  to  be  depended  on  here  as  in  the  North 
Atlantic  Ocean." — Samuel  Harding,  ship  Robert  Harding. 

"My  barometer  has  been  almost  useless  since  I  was  in  the  latitude  of  the  Eio  de  la  Plata.  The 
heaviest  gales  I  had,  it  ranged  from  29.15  to  29.40,  and  it  has  been  as  low  as  28.35  with  a  whole  sail 
breeze.  It  has,  however,  invariably  fallen  for  a  northerly  wind,  and  risen  for  a  southerly  one.  It  has 
ranged  during  the  last  six  weeks  from  28.35  to  30." — Oliver  H.  Saunders,  ship  B.  Howard. 


ggg  THE  WIND  AND  CURRENT  CHARTS. 

"  I  have  never  known  tlie  barometer  to  range  so  low,  and  know  not  what  to  make  of  it." — B.  Buxton, 

ship  Union. 

"A  most  extraordinary  fluctuation  in  the  barometer,  from  30.03  in.  to  29.3  in.,  the  weather  and 

appearance  giving  no  indication  of  storm  or  rain." — Robert  McGerran,  ship  Defiance. 

"  The  barometer  continues  to  fall,  although  the  wind  is  southwest.  I  have  always  seen  it  rise  with 
the  wind  from  that  quarter."—  W.  B.  Daniels,  ship  Seaman. 

"  The  barometer  ranges  the  highest  with  the  wind  W.  S.  "W".,  and  lowest  from  the  northward.  It 
either  accompanied  or  followed  the  change,  never  preceded  it." — John  Oillan,  barque  Delegate. 

"  I  do  not  see  that  it  (the  barometer)  is  a  guide  to  be  depended  upon.  Certainly,  my  experience,  this 
passage,  would  show  its  fall  followed  by  delightful  weather."— i^.  F.  Coffin,  ship  Senator. 

These  opinions  fully  sustain  the  opinion  which  my  own  observations  and  experience  induced  me  to 
express  twenty  years  ago. 

The  anomalies,  however,  of  a  mean  low  pressure  were  well  deserving  of  a  close  investigation.  I 
therefore  requested  Mr.  A.  A.Semmes,  Passed  Midshipman  of  U.  S.  Navy,  to  arrange  from  the  log-books  of 
the  office  the  following  tables,  to  show  the  average  height  of  the  barometer  off  Cape  Horn,  and  in  the 
trade-wind  region  north  and  south,  both  in  the  Atlantic  and  Pacific  Oceans. 

With  regard  to  these  tables,  I  should  remark  that  the  barometer  has  been  entered  in  the  tables  with- 
out any  correction  whatever ;  and  that  the  barometer  to  which  the  tables  refer,  is  the  common  mercurial 
marine  barometer. 

Though  this  instrument,  as  at  present  used  and  constructed  for  the  sea,  abounds  with  sources  of  error, 
there  is  but  one  of  the  errors  arising  from  the  many  sources,  for  which  the  correction  may  be  applied  on 
board  ships,  and  that  is  for  temperature. 

Every  navigator  knows  that  mercury  is  one  of  the  most  expansible  of  metals,  and  that  a  column  of  this 
fluid,  for  instance,  that  is  exactly  thirty  inches  long  at  the  temperature  of  80°  will  not  be  exactly  thirty 
inches  long  at  any  other  temperature,  say  that  of  zero.  Its  absolute  weight  will  be  just  as  much  at  the  one 
temperature  as  at  the  other ;  and,  therefore,  the  atmospheric  pressure  remaining  the  same,  it  is  easily  under- 
stood how  the  height  of  the  barometer  will  change  with  every  change  of  temperature. 

Since,  then,  the  temperature  of  the  trade-winds  is  higher  than  that  of  the  gales  off  Cape  Horn,  the  baro- 
meter in  the  open  air  ought  to  show  a  greater  apparent  pressure — i.  e.,  a  higher  column — in  the  former 
than  in  the  latter  region.  This  difference  would  amount,  on  the  average,  only  to  the  expansion  of  the  mer- 
curial column  due  the  change  of  temperature.  This  difference  of  column  would  probably  not  amount  to  as 
much  as  0.2  inch  (two-tenths  of  an  inch),  if  the  Cape  Horn  barometer  were  kept  in  the  open  air ;  but  gene- 
rally it  is  not  so  kept.  It  probably  does  not  amount,  in  reality,  to  more  than  0.05  inch,  if  so  much ;  for  the 
usual  place  for  the  barometer  is  the  captain's  cabin,  and  there  the  temperature  to  which  it  is  subjected  is 
probably  not  more  than  a  few  degrees,  at  most,  below  that  of  the  trade-winds.  The  stove  in  the  cabin,  the 
heat  of  the  crew  below,  all  tend  to  lessen,  in  the  cabin,  the  difference  of  temperature  between  winter  and 
summer. 


THE   BAROMETER   OFF   CAPE   HORN.  639 

Nevertheless,  if  navigators  would  always  require  a  thermometer  to  be  attached  to  the  barometer  (or 
would  not  purchase  a  barometer  without  an  attached  thermometer),  and  would  note  it  also  whenever  the 
barometer  is  recorded,  the  correction  for  temperature,  be  it  much  or  little,  might  be  applied.  This  correction 
cannot  be  applied  here,  because  navigators  are  not  in  the  habit  of  observing  the  attached  thermometer. 

Now,  here  is  a  most  important  and  interesting  physical  phenomenon,  which  cannot  be  properly  or 
thoroughly  investigated  for  the  want  of  a  marine  barometer  capable  of  giving  correct  absolute  determina- 
tions. Nay,  we  are  embarrassed  and  crippled  in  the  investigation  for  the  want  of  the  readings  of  the  attached 
thermometer.  If  we  had  these,  we  could  show,  from  the  observations  we  have,  very  nearly  the  exact  diifer- 
ence  between  the  mean  height  of  the  barometer  in  the  trade-winds  and  off  Cape  Horn. 

T  mention  this  to  illustrate  the  importance  of  a  nicer  and  more  accurate  system  of  observations,  as 
recommended  by  the  Brussels  Conference.* 

Let  us  return  to  the  tables. 

Now,  as  the  barometers  in  these  tables,  which  show  the  pressure  in  the  trade-winds,  are  the  identical 
barometers  which  show  the  pressure  off  Cape  Horn  also — they  require  no  correction,  save  that  of  tempera- 
ture, to  show  the  difference  between  the  absolute  barometric  pressure  in  the  trade-winds,  and  off  Cape 
Horn.  If  the  barometer  have  an  error  of  0.2  in.,  or  an  error  of  any  other  value  too  much  or  too  little  in  the 
trade-winds,  it  carries  precisely  the  same  error  off  Cape  Horn.  These  tables,  therefore,  though  they  do  not 
show  truly— because  of  the  undetected  errors  of  the  common- marine  barometer — the  real  pressure  of  the 
atmosphere,  either  in  the  trade-winds  or  off  Cape  Horn,  yet  they  do  show  correctly,  or  very  nearly  so,  the 
difference  of  pressure  in  those  regions. 

The  difference  is  truly  remarkable,  and  is  well  worthy  of  farther  investigation. 


*  Good,  accurate,  and  standard  marine  barometers  are  now  furnished  by  James  Green,  of  New  York,  upon  a  plan  devised  by  myself. 
The  price  is  $38.  P.  Adie,  395  Strand,  London,  also  manufactures  a  standard  marine  barometer,  after  a  pattern  approved  by  the  British 
Association  for  the  advancement  of  Science.     The  price  of  these  is  £3  5s  6</.     I  have  ordered  a  large  number  of  these  for  the  navy. — M. 


640 


THE  "WIND  AND   CURRENT  CHARTS. 


Barometric  Anomalies  off  Cape  Horn  and  in  the  Trade-  Winds. 


N 

E.  TRADES 

s. 

E.  TRADES 

CAPK  TTORV. 

ATLANTIC. 

PACIFIC. 

ATLAKTIC. 

PACIFIC. 

NAME  OF  VESSEL. 

No. 

No. 

No. 

No. 

No. 

Month. 

Bar. 

of 

Mouth. 

Bar. 

of 

Month. 

Bar. 

of 

Month. 

Bar. 

of 

Month. 

Bar. 

of 

« 

days 

days 

days 

days 

days 

Janoart. 

Emily  Miner    .     .     .     . 

I-II. 

30.07 

5 

VII. 

29.95 

5 

IV. 

ta  29.20 

4 

II. 

29.83 

5 

VI. 

30.02 

5 

Amelia    .     . 

I-II. 

29.80 

4 

V. 

29.72 

4 

III. 

29.36 

5 

II. 

29.86 

4 

IV. 

29.72 

.    4 

Rattler    .     . 

I. 

29.65 

5 

IV-V. 

29.94 

4 

in. 

28.80 

5 

II. 

29.84 

4 

IV. 

29.88 

6 

Tornado 

I. 

29.95 

5 

V. 

29  92 

4 

III. 

28.87 

4 

II. 

29.86 

4 

IV. 

29.85 

4 

John  Stuart 

I. 

29.91 

4 

V. 

30.05 

5 

II. 

29.65 

5 

I. 

29.84 

4 

IV. 

29.88 

4 

Celestial 

I. 

29.66 

4 

V. 

29  81 

4 

III. 

29.00 

4 

II. 

29.65 

4 

V. 

29.80 

4 

Phantom 

I. 

29.95 

4 

V. 

29.92 

5 

ii-iii. 

29.56 

5 

II. 

29.90 

5 

V. 

29.80 

4 

Aldebaran   . 

I. 

30.13 

5 

V. 

30.26 

5 

III. 

29.89 

6 

n. 

30.00 

5 

IV. 

30.10 

4 

Lucknow     . 

I. 

30.00 

4 

V. 

29.94 

5 

III. 

29.21 

3 

II. 

29.87 

5 

V. 

29.90 

4 

Astrea     .     . 

I. 

29.68 

5 

VI. 

29.80 

5 

IV. 

28.97 

4 

II. 

29.52 

5 

V. 

29.64 

5 

Hurricane    . 

I. 

30.04 

4 

III. 

29.99 

5 

II. 

29.29 

4 

I. 

30.02 

4 

III. 

30.04 

5 

49 

51 

49 

49 

49 

Means 

29.90 

29.94 

29.26 

29.84 

29.93 

Februart. 

Burlington       .     .     .     . 

II. 

30.02 

4 

VI. 

30.16 

6 

IV. 

29.10 

4 

II. 

30.00 

6 

V. 

30.02 

5 

Francisco     . 

11. 

30.00 

4 

VII. 

30.30 

4 

IV. 

ta  30.00 

5 

II. 

29.97 

4 

V. 

30.10 

3 

Kate  Hays 

II. 

30.04 

4 

VI. 

30  05 

4 

IV. 

Xb  28.68 

5 

III. 

30.05 

4 

V. 

30.16 

6 

Susquehanna 

II. 

30.16 

5 

V. 

30.00 

5 

III. 

29.26 

4 

II. 

30.06 

5 

IV. 

30.06 

5 

Stag  Hound 

II. 

30.15 

4 

V. 

29.92 

5 

III. 

29.07 

4 

II. 

29.92 

4 

IV. 

30.10 

5 

Tagus      .  .  . 

Il-III. 

30.02 

5 

VII. 

.30.32 

5 

IV. 

Jc  29.82 

4 

III. 

30.13 

5 

VI. 

30.34 

5 

Helen  McGaw 

II. 

30.28 

4 

VII. 

30.04 

4 

V. 

29.04 

4 

III. 

30.12 

4 

VI. 

30.15 

4 

Delia  Maria 

II. 

30.02 

5 

VI. 

30.20 

6 

IV. 

29.50 

4 

III. 

30.07 

5 

V. 

30.17 

4 

Venice    .     . 

II. 

30.08 

5 

VII. 

30.00 

5 

V. 

t(f28.68 

5 

III. 

29.98 

4 

VI-VII. 

29.99 

4 

Diadem  .     . 

11. 

29.82 

5 

VI. 

30.06 

5 

III. 

te  28.66 

5 

II. 

29.80 

5 

V. 

29.95 

5 

A.  Cheseborough 

II. 

29.78 

5 

V. 

29.76 

5 

III. 

28.92 

4 

II. 

29.82 

4 

IV. 

29.77 

5 

Simoom  .... 

II. 

29.68 

5 

V. 

29.74 

4 

IV. 

28.56 

4 

11. 

29.50 

5 

IV. 

29.79 

4 

Star  of  the  Union 

II. 

29.85 

4 

V. 

29.98 

5 

IV. 

29.08 

4 

III. 

29.84 

4 

IV-V. 

29.88 

4 

Golden  Rover  .     . 

II. 

30.10 

5 

V. 

30.05 

4 

IV. 

29.19 

4 

III. 

30.17 

4 

V. 

30.10 

4 

64 

66 

60 

63 

63 

Means 

30.00 

30.04 

29.13 

29.96 

30.04 

March. 

Flying  Eagle    .... 

III. 

30.10 

4 

VII. 

29.90 

5 

V. 

§a  29.47 

6 

IV. 

30.00 

4 

VII. 

30.05 

6 

Ariana    . 

III. 

29.92 

5 

VII. 

29.97 

5 

V, 

29.30 

6 

III. 

29.82 

5 

TI. 

29.94 

5 

Surprise 

III. 

29.93 

4 

VI. 

30.09 

4 

V. 

28.73 

4 

IV. 

29.88 

4 

VI. 

29.89 

4 

Swordfish    .     . 

III. 

29.72 

4 

V. 

29.83 

4 

IV. 

28.46 

4 

III. 

29.73 

4 

V. 

29.61 

5 

Houqua  .     . 

III. 

30.09 

5 

VII. 

30.00 

4 

IV. 

29.74 

4 

III. 

29.96 

4 

VI. 

30.01 

5 

Gov.  Morton     . 

III. 

29.59 

4 

V. 

29.70 

4 

IV. 

29.22 

4 

IV. 

29.56 

4 

V. 

29.72 

5 

Sirocco    .     .     . 

III. 

30.20 

4 

VI. 

30.12 

6 

IV. 

29.60 

4 

III. 

30.17 

4 

V. 

30.37 

4 

Sarah  Boyd 

III. 

30.16 

5 

Till. 

30.12 

5 

V. 

lb  28.73 

5 

IV. 

30.00 

5 

VIII. 

29.95 

4 

Shervrood     .     . 

III. 

30.06 

5 

VII. 

30.00 

4 

V. 

29.16 

5 

IV. 

29.99 

5 

VI. 

30.00 

4 

Tornado  .     . 

III. 

29.95 

4 

VI. 

29.83 

5 

IV. 

28.42 

4 

HI. 

29.78 

4 

TI. 

29.85 

5 

Francis    .     .     , 

III. 

30.00 

4 

IX. 

29.70 

4 

V. 

29.06 

4 

III. 

30.00 

4 

VIII. 

29.70 

5 

Wallace  .     .     . 

III. 

30.00 

5 

VI. 

29.95 

4 

IV-V. 

?c  29.05 

4 

IV. 

30.20 

3 

V. 

30.16 

5 

Chenango    .     . 

III. 

30.00 

5 

VII. 

29.95 

6 

V. 

29.42 

5 

IV. 

29.92 

6 

VI. 

30.07 

4 

Stephen  Lurman  .     . 

III. 

29.99 

4 

VII. 

30.09 

5 

V. 

29.74 

5 

IV. 

29.91 

5 

VI. 

30.05 

5 

Rose  Standish       .     . 

III. 

29.90 

4 

VII. 

30.00 

6 

V. 

2d  29.02 

5 

IV. 

29.90 

4 

VI. 

30.00 

6 

Louisa  Bliss     .     .     . 

III. 

29.85 

5 

VIII. 

29.85 

4 

V. 

29.56 

5 

HI. 

20.78 

6 

VI. 

29.86 

6 

Stag  Hound     .     .     , 

III. 

30.00 

6 

VI. 

30.22 

5 

V. 

29.32 

4 

IV. 

30.02 

4 

■  V. 

30.00 

6 

Sea  Serpent      .     .     . 

III. 

29.95 

4 

VI. 

29.99 

4 

V. 

29.07 

4 

IV. 

29.82 

4 

VI. 

30.00 

4 

81 

83 

82 

78 

88 

Means 

29.97 

29.96 

29.18 

29.91 

29.96 

*  January  being  i.,  December  xii.     See  p.  195.  , 

t  a.  S.  AV.  gales. 

J  Gales  for  the  most  part.     a.  W.  to  S.  S.  \V.     b.     N.  to  S.  round  by  W.     c.  S.  toW.     rf.  W.  N.  W.  to  S.  W.  by  S.     f.  W.  to  W.  S.  W. 

J  Gales  for  the  most  part.     a.  N.  W.  to  S.  W.  gales,     b.  N.  N.  W.  to  S.  W.     c.  W.  S.  W.  to  S.  W.     d.  S.  S.  E.  to  W.  S.  W. 


BAROMETRIC   ANOMALIES  OFF   CAPE   HORN   AND   IN  THE  TRADE-WINDS. 


641 


Ba 

romelric  Anomalies  off  Ct 

ipe  Horn  and  in  the  Trade 

Winds — Conti  nued. 

N. 

E.  TRADES. 

S.  E.  TRADES. 

CAPE  TinR> 

ATLANTIC. 

PACIFIC. 

ATLANTIC. 

PACIFIC. 

NAME  OF  VESSEL. 

No. 

No. 

No. 

No. 

No. 

Month. 

Bar. 

of 

Month. 

Bar. 

of 

Month. 

Bar. 

of 

Month. 

Bar.      of 

Month. 

Bar. 

of 

days 

days 

days 

1             I  days 

days 

April. 

Thomas  B.  Wales     .     . 

IV. 

30.12 

6 

VII. 

30.06 

4 

T. 

29.81 

5 

IT.     30.05 

6 

VI. 

30.06 

5 

Queen  of  the  East 

IV. 

29.95 

4 

VIII. 

29.42 

5 

TI-VII. 

28.90 

5 

V. 

29.68 

4 

TII. 

29.82 

5 

"            " 

IV. 

29.92 

5 

VIII. 

29.42 

6 

VI. 

29.40 

4 

V. 

22.68 

5 

VII. 

29.82 

5 

Harriet  Iloxie  .     . 

IV. 

29.87 

4 

VII. 

30.74 

4 

V. 

29.18 

4 

IV. 

29.72 

4 

TII. 

29.75 

3 

White  Squall   . 

IV. 

30.41 

4 

VII. 

30.02 

4 

VI. 

29.58 

4 

V. 

30.62 

5 

VI. 

30.12 

4 

llorsburgh  .     . 

IV. 

30.19 

4 

VII. 

30.04 

5 

V. 

29.46 

4 

IV.    i  30.01 

5 

VI. 

30.09 

4 

liaduga  .     .     , 

IV. 

29.92 

4 

VIII. 

30.10 

5 

VI. 

30.04 

6 

V.     29.92 

5 

VII. 

30.00 

5 

Lion   .... 

IV. 

29.81 

6 

XII. 

29.98 

6 

II. 

29.05 

4 

III.   '29  89 

4 

I. 

29.96 

5 

R.  C.  Winthrop 

IT. 

30.10 

4 

VII. 

30.08 

5 

VI. 

29.22 

6 

V.    j  30.38 

5 

TII. 

30.08 

5 

Competitor  .     . 

IV. 

29.83 

4 

VII. 

30.00 

6 

V. 

29.43 

3 

IT.     29.92 

5 

VI. 

30.00 

4 

Empress  of  the  Seas 

IV. 

29.90 

4 

TI. 

30.10 

6 

V. 

29.50 

4 

IV.     29.89 

5 

VI. 

29.96 

5 

Parthian 

IV. 

29.64 

5 

VII. 

29.82 

5 

V. 

29.05 

4 

IT.    ,29.66 

4 

VI. 

30.10 

6 

53 

68 

52 

57 

56 

Means 

29.98 

29.93 

29.35 

29.94 

29.98 

Mat. 

Fenclon 

V. 

29.90 

5 

XI. 

30.02 

4 

VIII. 

29.60 

4 

TI. 

29.92 

6 

X. 

30.37 

4 

N.  B.  Palmer  .... 

V. 

30.02 

6 

Tin. 

30.16 

6 

VII. 

28.84 

5 

TI. 

29.88 

6 

VII. 

30.16 

4 

StafFordbhire    .... 

V. 

29.86 

6 

VIII. 

29.96 

6 

VII. 

*a  28.82 

4 

TI. 

29.95 

4 

VI. 

'^SO.IO 

4 

Tartar 

V. 

29.84 

4 

VIII. 

29.90 

5 

VI. 

29.08 

5 

T. 

29.84 

4 

VII. 

29.89 

7 

20 

20 

IS 

19 

19 

Means 

29.90 

30.01 

29.08 

29.90 

30.13 

June. 

Witch  of  the  AVavo    .     . 

VI. 

.30.16 

4 

VIII. 

30.10 

3 

VII. 

29.55 

4 

TI.     30.00 

4 

VIII. 

30.09 

5 

Carioca   .... 

VI. 

30.01 

6 

IX. 

29.85 

4 

VIII. 

28.98 

4 

TI.     29.90 

4 

VIII. 

29.65 

5 

F.  Copeland  &  Co 

VI. 

30.30 

5 

IX. 

30.17 

4 

VIII. 

29.50 

5 

TI.     30.25 

4 

IX. 

30.14 

5 

Union      .     .     . 

VI. 

30.20 

4 

IX. 

29.87 

5 

VIII. 

ta  28.50 

4 

TI. 

29.73 

4 

Till. 

29.95 

4 

Messenj!;er  .     . 

TI. 

30.00 

4 

IX. 

29.96 

5 

VII. 

29.28 

4 

TI. 

30.02 

5 

Till. 

30.03 

5 

Samsset  .     .     . 

TI. 

30.42 

4 

IX. 

30.10 

4 

VIII. 

29.70 

4 

Til. 

30.24 

6 

IX. 

30.26 

6 

26 

25 

26 

26 

29 

Means 

30.18 

30.01 

29.25 

30.03 

30.00 

Jui.y. 

Defiance 

VII. 

29.82 

5 

XI. 

30.05 

4 

IX. 

29.00 

4 

Till. 

30.00 

4 

Z. 

29.88 

6 

Matilda 

VII. 

30.61 

4 

XII. 

30.47 

6 

X. 

ta  29.82 

9 

Till. 

30.52 

5 

XI. 

30.50 

6 

Raduga  

VII. 

29.68 

6 

XII. 

29.80 

5 

X. 

J6  29.38 

4 

Till. 

29.58 

5 

X. 

30.00 

4 

14 

15 

17 

14 

16 

Means 

■ 

29.97 

30.11 

29.42 

30.03 

29.96 

August. 

Raven 

vin. 

29.80 

4 

XI. 

29.90 

5 

IX. 

29.60 

4 

IX. 

29.96 

4 

X. 

30.06 

5 

Fancy      

VIII-IX 

30.00 

4 

II. 

30.20 

6 

XI. 

§a  28.72 

5 

IX. 

30.00 

5 

I. 

30.10 

6 

Wessacumcon  .... 

VIII. 

30.05 

5 

I. 

29.93 

6 

X. 

28.78 

6 

IX. 

30.07 

5 

I. 

30.03 

5 

13 

15 

15 

14 

15 

Means 

29.95 

30.01 

29.06 

30.01 

30.06 

*  Gales  for  the  most  part.  a.  S.  to  W. 

%  Gales  for  the  most  part.  a.  W.  N.  W.  to  W.  S.  W.     b.  S.  W.  to  W. 

§  Gales  for  the  most  part.  a.  S.  S.  W.  to  N.  W.  round  by  W. 

81 


f  Gales  for  the  most  part.     a.  N.  W.  to  W.  S.  W. 


612 


THE  WIND  AND  CUERENT  CHARTS. 


Barometric  Anomalies  off  Cape  Horn  and  in  the  Trade  Winds — Continued. 

N.  E.  TRADES. 

CAPE  HORN. 

S.  E.  TRADES. 

ATLANTIC. 

PACIFIC. 

ATLANTIC. 

PACIFIC. 

KAME  OF  VESSEL. 

No. 

No. 

No. 

No. 

No. 

Month. 

Bar.      of 
days 

Month. 

Bar. 

of 
days 

Month. 

Bar. 

of 
days 

.Month. 

Bar. 

of 
days 

Month. 

Bar. 

of 
days 

Septemuer. 

Delegate 

IX. 

30.07 

3 

I. 

30.02 

5 

XI. 

*a  29.11 

5 

X. 

30.08 

5 

I. 

30.02 

6 

Clias.  Mallory       .     . 

, 

IX. 

29.80 

3 

XII. 

29.88 

4 

XI. 

28.73 

4 

X. 

29.87 

4 

XII. 

29.97 

4 

Malay 

IX. 

30.14 

4 

XII. 

30.19 

6 

XI. 

29.05 

4 

X. 

30.16 

4 

XII. 

30.17 

4 

Kobt.  Pulsford      .     . 

IX. 

29.91 

4 

I. 

29.90 

3 

XI. 

28.87 

5 

X. 

29.90 

5 

XII. 

30.00 

5 

U.  S.  S.  Vandalia 

IX. 

30.12 

4 

III. 

29.98 

5 

XII. 

29.27 

4 

X. 

30.08 

4 

II. 

29.89 

4 

18 

23 

22 

22 

23 

Means 

30.01 

29.99 

29.01 

30.02 

30.01 

October. 

Comet 

X. 

29.99 

3 

II. 

29.90 

4 

XI. 

29.45 

5 

XI. 

29.90 

3 

I. 

29.90 

4 

Golden  City 

X. 

29.78 

3 

XII. 

29.67 

5 

XI. 

t6  28.53 

4 

X. 

29.70 

•  6 

XII. 

29.81 

4 

"Wild  Pigeon 

X. 

30.17 

4 

I. 

30.30 

5 

XII. 

ta  29.05 

4 

IX. 

30.17 

4 

I. 

30.25 

6 

Ambassador 

X. 

29.88 

4 

I. 

30.00 

5 

XII. 

29.17 

5 

X. 

29.91 

5 

I. 

29.95 

4 

Acasta     .     , 

X. 

30.00 

5 

III. 

30.00 

5 

I. 

29.03 

6 

XI. 

30.00 

4 

III. 

30.00 

4 

Comet      .     . 

X. 

30.17 

4 

I. 

30.16 

5 

XI. 

29  34 

4 

X. 

30.05 

5 

XII. 

30.07 

5 

Goneseo 

X. 

30.03 

3 

III. 

30.25 

5 

I. 

29.75 

4 

XI. 

29.96 

4 

II. 

30.23 

5 

Tornado  .     . 

X. 

29.77 

3 

VIII. 

29.81 

4 

IX. 

29.49 

4 

X. 

29.77 

4 

VIII. 

29.86 

4 

Senator  .     .     . 

X. 

29.97 

5 

I. 

29.95 

4 

XI. 

29.40 

4 

X. 

29.95 

4 

XII. 

30  20 

4 

Kealm  .... 

X. 

29.76 

4 

II. 

29.65 

5 

XII. 

29.33 

4 

XI. 

29.65 

4 

I. 

29.85 

4 

38 

47 

44 

43 

44 

Means 

29.95 

29.97 

29.25 

29.91 

30.01 

November. 

rivingFLsh      .     .     .     . 

XI. 

29.99 

5 

I. 

29.80 

4 

XII. 

29.52 

4 

XI. 

30.00 

3 

I. 

30.12 

4 

AVild  Pigeon 

XI. 

30.15 

5 

I. 

30.02 

4 

XII. 

Ja  28.71 

5 

XI. 

30.00 

5 

I. 

30.21 

■5 

Trade-Wind 

XI. 

29.93 

4 

II. 

30.01 

6 

I. 

29.35 

4 

XII. 

29.88 

4 

II. 

29.95 

4 

Hazard    .     . 

XI. 

29.89 

4 

II. 

29.90 

3 

I. 

29.39 

5 

XII. 

29.90 

4 

II. 

29.90 

5 

Newton   .     . 

XI. 

29.87 

4 

III. 

29.91 

5 

I. 

29.43 

5 

XII. 

29.93 

5 

II. 

29.95 

5 

Flying  Dutchman 

XI. 

30.00 

5 

I. 

29.93 

5 

XII. 

29.07 

5 

XI. 

30.01 

5 

I. 

29.99 

3 

K.  C.  Wintlirop 

XI. 

29.G5 

4 

III. 

29.54 

4 

I. 

29.35 

5 

XII. 

29.63 

5 

11. 

29.53 

4 

Sword  Fish 

XI. 

29.80 

4 

I. 

29.96 

5 

XII. 

28.95 

4 

XII. 

29.75 

4 

I. 

30.09 

4 

Imaum    .     .     . 

XI. 

30.04 

5 

III. 

30.07 

4 

I. 

t6  29.08 

5 

XI. 

29.96 

5 
40 

II. 

30.00 

5 

40 

40 

42 

39 

Means 

29.92 

29.91 

29.10 

29.90 

29.97 

December. 

Europe 

XII. 

29.90 

9 

III-IV. 

25.93 

19 

II. 

28.92 

14 

XII-I. 

29.87 

0 

III. 

29.85 

11 

George  Brown 

XII. 

29.93 

4 

III. 

29.80 

5 

II. 

29.34 

5 

XII. 

29.80 

4 

III. 

29.83 

5 

Lucia  Field 

XII. 

29.74 

5 

III. 

29.71 

5 

I. 

29.43 

5 

XII. 

29.74 

5 

III. 

29.75 

5 

Southerner  . 

XII. 

29.88 

4 

IV. 

29.84 

5 

II. 

§a  29.32 

4 

I. 

29.95 

5 

III. 

29.93 

6 

Uriel  .     .     . 

XII. 

29.84 

5 

IV. 

29.70 

6 

II. 

§(£29.10 

5 

XII. 

29.84 

5 

III. 

29.80 

9 

Elsinore  .     . 

XII. 

30.28 

4 

V. 

30.30 

5 

III. 

29.42 

4 

I. 

30.05 

4 

IV. 

30.21 

4 

Tingqua 

XII. 

29.97 

2 

II. 

30.00 

4 

I. 

29.24 

5 

XII. 

29.92 

4 

11. 

29.95 

4 

Gray  Feather 

XII. 

29.89 

5 

11. 

29.98 

5 

I. 

29.27 

4 

XII. 

29.91 

4 

II. 

29.90 

4 

Golden  Gate 

xn. 

30.12 

5 

III. 

30.00 

5 

I. 

29.38 

5 

XII. 

30.00 

5 

II. 

30.06 

5 

Telegraph    . 

XII. 

29.85 

4 

II. 

29.98 

5 

I. 

?e  28.96 

5 

XII. 

29.95 

5 

II. 

30.83 

5 

Seaman  .     . 

XII. 

30.12 

6 

II. 

30.17 

5 

I. 

§6  29.57       4 

XII. 

30.09 

5 

n. 

30.25 

5 

Surprise 

XII. 

29.94 

4 

III. 

30.06 

5 

I-II. 

|c  29.55       4 

I. 

29.95 

5 

II. 

29.96 

5 

57 

74 

64 

57 

68 

Means 

29.96 

29.96 

29.29 

29.91 

30.02 

Cleans  of  all  .     .     . 

29.97 

29.99 

29.20 

29.95 

30.01 

Whole  No.  of  days 

473 

517 

490 

482 

509 

*  Gales  for  the  most  part.     a.  W.  N.  W.  to  W.  S.  W.     -  f  Gales  for  the  most  part.     a.  W.  to  S.  W.     b.  S.  W. 

%  Gales  for  the  most  part.     a.  N.  to  S.  S.  W.  round  by  W.     b.  W.  N.  W.  to  W.  S.  W. 

I  Gales  for  the  most  part.     a.  W.  to  W.  S.  W.     A    W.  by  S.  to  W.  by  N.     c.  S.  W.  to  S.     d.  W.  to  S.  W.     e.  S.  W.  to  W.  N.  W. 


BAROMETRIC  ANOMAIJES  OFF  CAPE  HORN  AND  IN  THE  TRADE-WINDS. 


643 


Mean  Monthly  Height  of  the  Barometer- 

- 

IN  N.  E.  TRADES  OF  THE 

IN  S.  E.  TRADES  OF  THE 

OFF  CAPE  HORN. 

ATLANTIC. 

PACIFIC. 

ATLANTIC. 

PACIHO. 

HONTH. 

Bar. 

Day  sot  oh- 
scrvation. 

Bar. 

Days  of ob- 
servatioD. 

Bar. 

Days of ob- 
servation. 

Bar. 

Days of ob- 
servation. 

Bar. 

Days  of ob- 
servation. 

January  .... 

29.90 

49 

30.00 

50 

29.34 

64 

29.96 

22 

30.04 

55 

February 

30.00 

64 

29.98 

42 

29.24 

43 

29.88 

74 

30.03 

60 

March     ,. 

29.97 

81 

29.95 

53 

29.17 

53 

29.97 

65 

29.90 

45 

April 

29.98 

53 

29.85 

34 

29.17 

66 

29.91 

76 

29.93 

49 

May    .     . 

29.90 

20 

29.93 

73 

29.24 

91 

30.00 

28 

29.97 

69 

Juue  .     . 

30.18 

26 

30.05 

57 

29.37 

29 

29.96 

36 

30.03 

98 

July  .    . 

.  '  29.97 

14 

30.07 

91 

29.12 

17 

30.24 

5 

29.94 

40 

August    , 

.  1  29.95 

13 

29.84 

47 

29.26 

21 

30.03 

14 

29.88 

32 

September 

30.01 

18 

29.94 

26 

29.38 

12 

30.01 

14 

30.20 

10 

October  . 

29.95 

38 

29.33 

19 

29.95 

46 

30.08 

19 

November 

29.92 

40 

29.99 

13 

29.02 

40 

29.99 

37 

30.50 

6 

December    . 

29.96 

57 

30.00 

31 

29.13 

35 

29.88 

65 

30.04 

26 

Means      .     .     . 

29.97 

473 

29.96 

517 

29.23 

490 

29.98 

482 

30.05 

509 

One  of  the  aims  kept  constantly  in  view  during  the  preparation  of  these  tables,  was  to  follow  the  same 
ship  with  its  barometer  through  the  trade-winds  of  the  Atlantic,  around  Cape  Horn,  and  thence  through 
the  trade-winds  of  the  Pacific,  so  that  the  barometric  differences  off  Cape  Horn  might  be  true. 

If,  therefore,  the  vessel  passed  through  the  N.  E.  trades  of  the  Atlantic  in  January,  for  instance,  it 
would  be  some  months  after  before  she  would  arrive  with  the  same  barometer  in  the  N.  E.  trade-wiud 
region  of  the  Pacific.  Hence,  the  barometers  are  arranged  by  the  months,  in  their  order  only,  for  the  N.  E. 
trades  of  the  Atlantic.  The  months  for  the  other  regions  are  denoted  by  Komaa  numerals — XII.  fpr 
December ,  I.  for  January ;  and  so  on  in  order  of  the  months. 

The  low  state  of  the  barometer  in  the  trade- winds  of  the  Atlantic,  and  especially  in  the  N.  E.  trade- 
winds,  will  not  escape  attention.    The  S.  E.  trade-winds  of  the  Pacific  give  the  highest  barometer. 

In  the  Atlantic,  both  systems  of  trade-winds,  but  the  northern  the  most,  are  interfered  with  by  the 
continent  of  Africa  with  its  heated  plains.  These  plains  turn  those  winds  back  from  their  regular  course, 
and  therefore  tend  to  lessen  the  pressure.* 


*  While  tlie  proof  of  this  signature  is  in  hand,  I  receive  a  letter  from  Prof.  Kiimtz,  the  celebrated  meteorologist,  from  which  the 
^  ^.following  is  extracted: — 

"I  have  read  your  work  with  very  great  satisfaction  and  pleasure;  but  I  must  add,  that  it  is  one  of  those  rare  books  that  cannot  bo 
read ;  it  must  be  attentively  studied.  So  great  is  the  number  of  important  facts  communicated  in  it,  that  great  attention  is  necessary 
for  not  to  overlook  some  observations  that  are  made  use  of  iu  the  subsequent  theoretical  investigations.  Some  remarks  you  have  made 
on  the  westerly  winds  at  the  western  coast  of  Africa,  on  the  high  temperature  of  the  Indian  Sea,  have  confirmed  the  conjectures  I  had 
more  than  twenty-five  years  ago,  when  I  composed  my  treatise  on  meteorology.  Romme,  Dampier,  aad  others,  said  that  there  were  here 
always  tlie  trade-winds;  but,  on  the  other  hand,  some  observations  made  by  Cook  on  his  first  voyage,  and  the  opposition  between  the  hent 
of  the  .\tlantic  and  the  great  desert  of  Africa,  indicated  that  there  were  here  westerly  winds ;  but  having  myself  confined  in  that  work 
to  give  the  result  of  observations  and  not  to  accumulate  new  meteorological  hypotheses  to  the  great  number  of  those  existing  at  that 
time,  I  said  nothing  on  my  conjecture  of  westerly  winds  in  this  region.  You  are  the  first  who  has  proved  that  my  hypothesis  was  a 
right  one.  I  have  this  not  written  for  to  diminish  your  merit;  on  the  contrary,  with  pleasure  I  acknowledge  yeur  priority." — From  a 
Letter  of  Prof .  Kiimtz  to  Lieut.  Maury,  dated  Dorpat,  11  th  February,  1855. 


644  THE  WIND  AND  CUKKENT  CHARTS. 

I  know  not  how  better  to  illustrate  this  than  by  referring  to  a  canal  which  has  a  gentle  current,  and 
the  water  of  which  we  will  liken  to  the  flow  of  the  trade-winds. 

Now,  suppose  that,  up  stream  from  the  observer,  some  agent,  a  pump,  for  example,  be  set  to  work 
upon  the  canal,  and  that  it  be  pumping  up  vast  quantities  of  water  from  the  canal,  as  those  heated  plains 
of  Africa  pump  up  volumes  of  air  from  the  trade-winds — for  that  those  plains  do  cause  vast  columns  of 
atmosphere  to  ascend  there  is  no  doubt,  which  ascending  columns  are,  to  a  great  extent,  drawn  from  the 
trade- wind  region — what  would  be  the  effect  ?  The  level  of  the  water  in  the  canal  would  be  changed ;  Us 
barometric  pressure  would  be  diminished  as  it  commenced  to  flow  back,  very  much  in  the  same  way  that 
the  barometric  pressure  of  the  trade-winds  is  diminished  when  they  are  turned  back,  and  become  monsoons. 

The  same  sort  of  agent  from  the  plains  of  Texas,  New  Mexico,  &c.,  is  at  work  upon  the  N.  E.  trade- 
winds  of  the  Pacific,  producing  there  the  monsoons  of  Central  America. 

Now  there  is  no  heated  plain  in  the  rear  of  the  S.  E.  trades  of  the  Western  Pacific,  no  vis  d  tergo  there 
•which  is  capable  of  converting  those  winds  into  a  monsoon,  or  of  changing  their  direction.  Hence  the 
normal  barometrical  status  there — its  excess  in  comparison  with  that  of  other  trade-winds. 

"We  may  explain  this  in  another  way  ;  but  it  amounts  to  the  same  thing  whether  we  say  the  effect  is 
produced  in  the  manner  just  explained,  or  whether  we  say  it  is  produced  by  the  greater  amount  of 
atmospherical  rarefaction  caused  by  the  great  extent  of  heating  surface  on  the  land  in  the  northern 
hemisphere  in  comparison  with  that  in  the  southern. 

But  the  Cape  Horn  anomaly — the  difference  of  nearly  an  inch  (0.8  inch),  in  the  mean  height  of  the 
barometer  off  Cape  Horn  and  in  the  trade-winds — how  is  that  to  be  accounted  for  ? 

The  chapter  on  the  "  Barometric  Anomalies  of  the  Andes,"  p.  240,  fifth  edition  of  this  work,  treats  of 
the  converse  of  this  anomaly,  but  alludes  to  the  probability  of  an  average  low  barometer  on  the  western  . 
side  of  those  mountains. 

After  much  reflection,  no  new  and  complete  explanation  of  this  phenomenon  suggests  itself.  The 
explanation  which  was  proposed  by  me  in  SillimarCs  Journal,  1834,  seems,  after  a  most  careful  review,  to 
be  the  most  plausible  of  any  that  I  am  prepared  to  suggest. 

From  about  45°  S.  to  the  parallel  of  Cape  Horn,  lies  the  belt  in  which  the  westerly  winds  of  the 
southern  hemisphere  prevail  with  such  trade-wind  like  regularity. 

The  Southern  Andes  stretch  themselves  perpendicularly  across  this  belt.  They  obstruct  these  winds 
and  cause  a  piling  up  of  the  atmosphere,  not  unlike  the  piling  up  of  the  water  which  is  produced  by  a 
sunken  rock  in  a  strong  tide  way. 

I  take  Pot  Eock,  in  Hurlgate,  as  an  illustration,  and  because  most  American  navigators  will  recollect 
it.  Pot  Eock  was  some  feet  below  the  surface,  8  or  10,  yet  such  was  the  effect  produced  by  it,  in  arresting 
the  waters  which  the  powerful  tides  caused  to  sweep  over  it,  that  there  was  always  to  be  seen,  when  the 
tide  was  at  its  strength,  an  elevation  or  piling  up  of  the  water  above — up  stream  from — the  rock.  It  was 
a  sort  of  recast  or  mould  of  the  rock  in  the  water. 

The  greatest  elevation  in  the  water  was  not  immediately  over  the  rock,  but  it  was  a  little  up  stream, 


BAROMETRIC  ANOMALIES  OFF  CAPE   HORN  AND  IN  THE  TRADE-WINDS.  94S 

t.  e.,  to  windward  of  it.  Nor  was  tlie  greatest  depression  in  the  water  immediately  over  tlie  rock;  it  was  a 
little  down  stream,  that  is,  to  leeward  of  it. 

There  was  also  another  depression  not  so  great  as  this,  it  is  true,  but  it  was  a  depression ;  it  was 
above,  or  up  stream  from,  the  piling  up. 

Similar  elevations  and  depressions,  but  on  a  scale  much  more  grand,  are,  I  suppose,  created  by  the 
Andes,  in  the  air,  by  reason  of  the  obstructions  afforded  by  these  mountains  to  the  great  atmospherical 
currents. 

In  considering  the  courses  which  combine  to  make  this  low  barometric  pressure  off  Cape  Horn,  the 
effect,  however  small,  which  is  due  increase  of  attraction  on  one  hand,  and  a  diminution  of  superincumbent 
atmosphere  on  the  other,  should  not  be  forgotten. 

Owing  to  the  figure  of  the  earth,  the  flattening  in  at  the  poles,  the  navigator,  with  his  barometer,  is 
several  miles  nearer  to  the  centre  of  attraction  when  he  is  off  Cape  Horn,  than  he  is  when  at  the  equator. 
Being  nearer  to  the  centre,  the  force  of  attraction  is  greater ;  and  if  it  were  possible  to  weigh  the  mercury 
in  the  tube  of  his  barometer  at  the  two  places,  he  would  find  that  290  ounces,  for  instance,  at  the  equator, 
would  weigh  291  at  Cape  Horn ;  in  other  words,  that  his  mercury  is  heavier  off  Cape  Horn  than  at  the 
equator;  here,  then,  is  one  of  the  causes,  though  it  be  a  slight  one,  which  may  assist  in  keeping  the 
barometer  down,  off  Cape  Horn. 

Another  one  arises  from  the  decrease  in  the  volume  of  superincumbent  atmosphere,  on  account  of 
those  agents  which  make  the  earth  flat  at  the  poles. 

Suppose,  for  instance,  that  we  were  removed  from  the  earth,  and  that,  instead  of  seeing  its  shape, 
according  to  the  outlines  which  the  land  and  water  present,  we  could  see  its  shape  with  its  aerial  covering 
on ;  we  should  find  that  the  difference  between  the  equatorial  and  polar  diameters  of  this  covering  would 
be  greater  than  the  difference  between  the  equatorial  and  polar  diameters  of  the  earth,  as  measured  from 
the  sea  level. 

But  these  two  causes — increase  of  attraction  and  oblateness — do  not  appear  practically  to  affect,  by 
any  considerable  quantity,  the  mean  height  of  the  barometer  in  corresponding  latitudes  north ;  for  instance, 
at  St.  Petersburg,  in  latitude  59°  56'  N.,  the  mean  height  of  the  barometer,  reduced  to  the  temperature  of 
62°,  is  29.97. 

Upon  a  review  of  the  whole  subject,  therefore,  and  without  going  into  the  question  as  to  the  precise 
effects  due  temperature,  and  the  figure  of  the  earth,  we  are  still  left  to  infer  that  the  barometric 
anomalies  about  Cape  Horn  are  owing,  to  a  considerable  extent,  at  least,  to  the  effect  of  local  agencies  and 
causes. 

I  hope  navigators  will  not  let  this  subject  rest ;  that  they  will  continue  to  direct  their  attention  to  it, 
and  to  let  me  have  the  benefit  of  farther  and  careful  observations  touching  the  indications  of  the  barometer 
off  Cape  Horn.  That  they  may- the  better  be  able  to  do  this,  they  should  bear  in  mind  that  the  barometric 
pressure  off  Cape  Horn  at  29,  is  as  common  as  the  barometric  pressure  elsewhere,  of  30;  and  that  when 
they  see  the  barometer  off  Cape  Horn  sink  down  to  28,  it  is  no  more  significant  of  a  gale  than  a  barometer 


^if  THE  WIND  AND  CUKRENT  CHARTS. 

at  29  is  ia  the  North  Atlantic.  Perhaps,  if  South  Sea  navigators  will  bear  this  fact  in  mind,  and  count 
the  changes  above  and  belovy  29,  instead  of  30,  this  instrument  may  redeem  its  lost  character  off  Cape 
Horn. 


U.  S.  Ship  St.  Mary's, 

Valparaiso,  January  20,  1854. 

Sir  :  You  will  receive  by  this  steamer's  mail  an  abstract  of  the  run  of  this  ship  from  St.  Catherine's 
(Brazil)  to  this  port,  prepared  and  forwarded  by  the  very  intelligent  Lieutenant,  Mr.  Frailey. 

My  object  in  writing  is  to  call  your  attention  to  the  barometrical  indications  south  of  Staten  Land 
and  Terra  del  Fuego ;  and  to  the  regularity  and  certainty  with  which  the  mercury  falls  with  a  northerly 
wind  and  rises  with  a  southerly.  At  this  season — the  summer — an  easterly  wind  is  rare,  and,  if  it  occurs, 
is  of  short  duration.  We  found  none.  The  north  or  northwest  winds  are  usually  accompanied  by  cloudy, 
rainy,  or  misty  weather;  soon  after  it  sets  in,  the  mercury  begins  to  fall,  and  continues  to  sink  as  long  as 
the  wind  has  northing  in  it,  when  there  is  usually  an  interval  of  calm,  or  light  variable  winds,  lasting  two 
or  three  hours ;  after  which,  it  veers  to  the  southward  or  southwestward,  squally,  precipitating  the  mists 
in  the  form  of  hail  and  sleet,  and  exposing  (at  the  S.  W.)  clouds  of  the  cumulus  character.  At  this  point 
the  mercury  begins  to  rise,  and  continues  ascending  as  long  as  the  wind  has  southing  in  it.  A  low 
barometer  (say  28.50)  will  thus  react  with  a  southerly  wind,  and  a  high  barometer  (say  29.90)  with  a 
northerly.  I  inclose  a  copy  of  our  barometrical  tables  for  the  purpose  of  clearly  illustrating  the  law,  and 
to  which,  with  the  excellent  summary  of  Mr.  Frailey,  I  direct  your  attention.  It  will  be  seen  that,  on  the 
10th  of  January,  1854,  at  about  4  A.  M.,  latitude  57°  40'  S.,  longitude  79°  10'  W.,  wind  northward  and 
westward,  we  were  standing  on  the  starboard  tack — all  sail  set — making  our  westing.  The  barometer  had 
gradually  fallen  with  the  wind  to  28.48,  when  the  wind  became  light  and  hauled  to  the  southward.  After 
wearing  ship,  we  had  scarcely  trimmed  on  the  port  tack  when  the  wind  freshened  so  suddenly  that  we  were 
obliged  to  bear  up  to  secure  our  sails.  To  reef  was  out  of  the  question.  Fortunately,  we  had  made  enough 
westing  to  run  the  ship  clear  of  the  land.  With  the  foretopmast  and  fore  storm  staysails,  and  double 
reefed  fore  trysail  set,  fifteen  knots  were  reported — afterwards  fourteen.  The  barometer  commenced  rising 
soon  after  the  gale  set  in,  and,  in  about  thirty -two  hours,  had  reached  29.84 ;  and,  when  the  wind  again 
veered  to  the  northwest,  commenced  falling. 

This  has  been  my  experience,  after  three  passages  around  Cape  Horn,  in  which  my  attention  has  been 
directed  to  this  phenomenon.  And  so  fully  convinced  am  I  of  the  truth  of  my  experience,  that  I  would 
advise  ships  (after  passing  the  Straits  of  Le  Maire,  which  is  free  from  all  danger,  saving  thereby,  at  least 
one  degree  of  westing)  having  a  northerly  wind  and  a  falling  barometer,  to  stand  on  a  wind  to  the 
southward,  confident  of  the  wind's  direction,  so  long  as  the  mercury  tends  to  fall.  If  it  reaches  a  minimum 
somewhat  below  29  inches,  and  a  calm  ensues,  equally  to  be  certain  of  a  "south wester,"  and  to  be  in  a 
position  if  possible  to  profit  by  it. 

I  state  these  facts  to  you,  for  the  purpose  of  eliciting  from  you  a  speculation  as  to  the  cause  of  this 


BAROMETRIC  ANOMALIES  OFF  CAPE  HORN  AND  IN  THE  TRADE-WINDS.  647 

conduct  in  the  barometer.  As  well  as  I  can  ascertain,  navigators  but  casually  mention  the  fact  that  gales 
come  on  with  a  rising  barometer,  and  do  not  allude  to  the  regularity  with  which  gales  from  the  north  and 
south  move  the  mercury  up  and  down.  If  you  consult  data  which  may  be  in  your  possession,  relative  to 
this  fact,  I  think  you  will  find  my  observations  verified.  At  the  same  time  that  I  solicit  your  attention  to 
the  demonstration  of  the  cause  of  the  phenomenon  alluded  to,  I  beg  leave  to  suggest  the  following  inquiries, 
believing  them  to  have  some  near  or  ultimate  relationship  to  the  questions  that  I  propound : — 

1.  Is  not  the  northerly  column  of  atmosphere  lighter  than  the  air  it  displaces  at  the  south  in  conse- 
quence of  the  combined  effects  of  the  caloric  it  bears  with  it,  and  the  greater  centrifugal  force  of 
its  particles,  having  performed  a  longer  segment  of  rotation ;  thereby  permitting  the  column  of  mercury 
to  fall? 

2.  May  not  the  converse  be  true  with  regard  to  the  greater  density  of  a  southern  column  of 
atmosphere,  coming  from  points  of  comparatively  less  centrifugal  tendency  and  markedly  colder ;  thereby 
elevating  the  column  of  mercury  ? 

3.  May  not  the  probable  existence  of  an  atmospheric  tidal  wave,  in  addition  to  the  known  laws  of 
atmospheric  pressure,  affect  the  behavior'  of  the  barometer,  forming  local  causes  which  may  modify  its 
indications,  and  serve  to  explain  any  apparent  discrepancy  from  the  observed  general  law  ? 

I  submit  my  facts,  my  questions,  and  my  suggestions  with  a  wish  to  contribute  my  mite  to  the 
department  of  science  to  which  you  have  so  successfully  directed  your  attention.  If  you  will  be  so  kind 
as  to  favor  me  with  your  views  and  speculations  that  may  bear  particularly  on  the  question  of  the  cause  of 
these  regular  and  constant  changes  in  the  barometer,  you  will  oblige  me  by  addressing  your  communica- 
tion to  the  care  of  the  U.  S.  consul,  Panama. 

I  am,  respectfully, 

Your  obedient  servant, 

T.  BAILEY, 

Commander. 

To  Lieut.  M.  F.  Maurt, 

Superintendent  of  National  Observatory, 

Washington,  D.  C. 


648 


THE  WIND  AND  CURRENT  CHARTS. 


Decembeb  31,  1853. 

January  1,  1854. 

Januar-s 

'  2,  1854. 

Januar-s 

'  3,  1854. 

Lat.  I 

52°  63'  S. 

Lat.  54°  42^'  S. 

Lat.  67 

=*  16'  S. 

Lat.  57 

°  26'  S. 

Long.  64°  50J'  W.     At  noon. 

Long.  64°  41'  W.     At  noon. 

Long.  66°17'W. 

Long.  66°  26 

W.     At  noon. 

Hour. 

Bar. 

Wind. 

Hour. 

Bar. 

Wind. 

Hour. 

Bar. 

Wind. 

Hour. 

Bar. 

Wind. 

1 

1 

28.90 

N.KW. 

1 

29.00 

East 

1 

29.09 

S.W.byW. 

2 

2 

28.88 

(1 

2 

28.97 

K'd  and  E'd 

2 

29.11 

11 

8 

3 

28.86 

KW. 

3 

28.96 

W.  by  N. 

3 

29.12 

11 

4 

4 

28.85 

Lt 

4 

28.94 

West 

4 

29.12 

11 

5 

5 

28.85 

Westward 

5 

28.96 

KN.W. 

5 

29.15 

W.  by  S. 

6 

6 

28.87 

W.S.W. 

6 

28.96 

W.byN. 

6 

29.16 

S.W.byW. 

7 

7 

28.87 

u 

7 

28.96 

WJN. 

7 

29.19 

S.  W.  1 W. 

-8 

8 

28.90 

W.  by  N. 

8 

28.96 

11 

8 

29.18 

S.W.b'yW. 

9 

9 

28.93 

i( 

9 

28.96 

w.  s.  w. 

9 

29.19 

Variable 

10 

10 

28.94 

Variable 

10 

28.96 

W.  by  S. 

10 

29.20 

11 

11 

11 

28.96 

S.S.E. 

11 

28.96 

U 

11 

29.22 

N.N.W. 

12 

29.15 

West 

12 

28.97 

11 

12 

28.96 

li 

12 

29.23 

11 

1 

29.14 

(i 

1 

28.97 

Calm 

1 

Variable 

1 

29.22 

11 

2 

28.13 

d 

2 

28.97 

Variable 

2 

tt 

2 

29.22 

E.  N.  E. 

3 

29.12 

tl 

3 

28.97 

North 

3 

29.00 

W.  by  N. 

3 

29.23 

Calm 

4 

29.12 

(1 

4 

28.95 

N.KE. 

4 

29.00 

It 

4 

29.25 

Variable 

5 

29.11 

N.  by  W. 

5 

28.96 

KW. 

5 

29.02 

West 

5 

29.27 

S.W. 

6 

29.09 

(I 

6 

28.97 

K  N.  W. 

6 

29.06 

11 

6 

29.27 

ii 

7 

29.07 

i< 

7 

28.96 

Variable 

7 

29.06 

(1 

7 

29.33 

S.W.iW. 

8 

29.07 

K 

8 

28.86 

S.E. 

8 

29.08 

11 

8 

29.34 

S.W.byW. 

9 

29.01 

11 

9 

29.01 

Variable 

9 

29.09 

11 

9 

29.38 

S.W. 

10 

28.99 

Yariable 

10 

29.01 

a 

10 

29.08 

11 

10 

29.40 

Southward 

11 

28.97 

i( 

11 

29.01 

11 

11 

29.08 

11 

11 

29.44 

S.W.byS. 

12 

28.94 

KKW. 

12 

28.99 

11 

12 

29.08 

W.S.W. 

12 

29.44 

S.S.W. 

January  4,  1854. 

Lat.  57°  11' S. 

Long.  68°  02'  W.     At  noon. 


Hour. 

Bar. 

1 

29.46 

2 

29.50 

3 

29.51 

4 

29.53 

5 

29.51 

6 

29.52 

,7 

29.52 

8 

29.52 

9 

29.52 

10 

29.53  . 

11 

29.54 

12 

29.54 

1 

29.50 

2 

29.53 

3 

29.50 

4 

29.50 

5 

29.44 

6 

29.41 

7 

29.38 

8 

29.35 

9 

29.30 

10 

29.27 

11 

29.27 

12 

29.27 

Wind. 


S.W.byS. 

S.  S.  W. 

11 

S.W.byW. 

11 

(1 
W.S.W. 

11 

S.W.byW.JW 

W.S.W. 

W.iS. 

(( 

Westward 
W.byN. 


W.N.W. 
11 

W.N.W.  JW. 

W.|N. 
W.byN. 


January  5,  1854. 

Lat.  58°  20'  S. 

Long.  72°  03'  W.     At  noon. 


Hour.      Bar. 


1 
2 
3 
4 
5 
6 
7 
8 
9 
10 
11 
12 
1 
2 
3 


9 
10 
11 
12 


Wind. 


January  6,  1854. 

Lat.  57°  38'  S. 

Long  72°  50'  W.     At  noon. 


Hour.      Bar. 


29.28 
29.25 
29.24 
29.24 
29.24 
29.20 
29.16 
29.10 
29.09 
29.04 
29.03 
29.02 
29.01 
28.97 
28.99 

29.00 

29.05 
29.07 
29.06 
29.10 
29.19 
29.14 
29.13 
29.13 


W.bvN. 


W.N.W. 

11 

11 

N'dandW'd 
II 

N.W.iW. 

II 

N.  W.  by  W. 
W.N.W 
W.N.W, 

W.N.W.iW. 

West 

W.S.W. 

s.  s.  w. 

11 

South 
II 

II 

II 

N.N.W. 


N.  W.  i  W. 


1 
2 
3 
4 
5 
6 
7 
8 
9 
10 
11 
12 
1 
2 
3 


5 

6 

7 

8 

9 

10 

11 

12 


29.16 
29.16 
29.15 
29.15 
29.11 
29.09 
29.08 
29.04 
29.05 
29.05 
29.06 
29.07 
29.07 
29.07 
29.10 

29.11 

29.16 
29.17 
29.20 
29.22 
29.22 
29.23 
29.24 
29.24 


Wind. 


January  7,  1 854. 

Lat  56°  49'  S. 
Long.  73°  03'  W. 


Hour.      Bar. 


W.S.W.1W 
W.byS. 


Westerly 
11 

W.S.W. 


S.  W.byS. 


S.S.W. 


II 
II 
II 
II 
II 
II 
II 
II 


9 

10 

11 

12 

1 

2 

3 


5 
6 

7 

8 

9 

10 

11 

12 


29.12 
29.20 
29.21 
29.21 
29.21 
29.22 
29.22 
29.20 
29.21 
29.28 
29.28 
29.29 

29.16 

29.15 
29.15 
29.17 
29.17 
29.17 
29.17 
29.18 
29.18 


Wind. 


S'dandW'd 

II 


S.W.byS. 

11 

S.  S.W.iW. 

S.S.W. 
S.  W.byS. 


w.  s.  w. 

W.S.W.iW. 

II 

S.W. 
S.S.W. 


«     P..n>%oW.7    !^70 


BAROMETRIC  ANOMALIES  OFF  CAPE  HORN  AND  IN  THE  TRADE-WINDS. 


Gi9 


Januari 

'  8,  1854. 

Jani'aby  9,  1854. 

Jancart  10,  1854. 

Jancart  11,  1854. 

Lat.  5t 

°31'S. 

Lat.  57°  38'  S. 

Lat.  66° 

46' S. 

Lat.  64°  02'  S. 

Long.  73°  41' 

W.     At  noon. 

Long.  76°  04'  W.     At  noon. 

Long.  80°  12'  W.     At  noon. 

Long.  80°  00'  W.     At  noon. 

Hour. 

Bar. 

Wind.* 

Hour. 

Bar. 

Wind.* 

Hour. 

Bar. 

Wind.* 

Hour.      Bar. 

Wind.* 

1 

29.20 

S.W. 

1 

29.00 

West 

1 

28.61 

N.  N.  W. 

1 

29.40 

S'd  and  E'd 

2 

29.20 

u 

2 

28.99 

It 

2 

28.57 

N'd  and  W'd 

2 

29.42 

11 

3 

29.20 

(1 

3 

28.98 

a 

3 

28.53 

Variable 

3 

29.42 

II 

4 

29.18 

11 

4 

28.97 

u 

4 

28.48 

South 

4 

29.42 

II 

5 

II 

5 

28.96 

ti 

5 

"l        Heavy 

II 

5 

29.60 

S.S.W. 

6 

II 

6 

28.94 

W.byN. 

6 

{        gale. 
r   Loc  slate 

II 

6 

29.62 

It 

7 

II 

7 

28.93 

W.  N.  W. 

Y    1   1  rubbed  out 

II 

7 

29.68 

II 

8 

29.18 

II 

8 

28.88 

II 

8 

28.50 

Southward 

8 

29.71 

S.W.byS. 

9 

29.21 

II 

9 

II 

9 

' 

II 

9 

29.74 

11 

10 

29.21 

S.W.JW. 

10 

28.90 

N'd  and  W'd 

10 

Severe 

gale. 

II 

10  !  29.76 

II 

11 

29.19 

S.W. 

11 

28.89 

if 

11 

" .  Lor  lilate 

II 

11 

29.80 

S.W. 

12 

29.19 

S.W.byW. 

12 

28.87 

u 

12 

II 

12 

29.82 

Westward 

1 

29.17 

W.  S.  W. 

1 

28.80 

W.N.W. 

1 

28.62 

11 

1 

29.83 

Variable 

2 

29.1G 

({ 

2 

28.77 

(1 

2 

28.70 

11 

2 

29.84 

W.N.W. 

3 

29.17 

W.  by  S. 

3 

28.75 

II 

3 

28.90 

K 

3 

29.84 

;N.W.byW. 

11 

4 

29.16 

W.iN. 

4 

28.71 

II 

4 

28.91 

II 

4 

29.78 

5 

29.11 

II 

5 

28.69 

N.W.by  W. 

5 

29.11 

II 

5 

29.76 

N.AV.iN. 

6 

29.10 

II 

6 

28.68 

W.N.W. 

.  6 

29.11 

11 

6 

29.74 

N.  W. 

7 

11 

7 

28.66  :KW.  by  W. 

7 

11 

7 

29.74 

N.W.iN. 

8 

29.08 

II 

8 

28.63 

W.N.W. 

8 

29.30 

11 

8 

29.70 

N.W. 

9 

29.04 

N.  W.  by  W. 

9 

28.64 

N.  W.  1 N. 

9 

29.30 

II 

9 

29.70 

N.W.iN. 

10 

29.04 

N.W. 

10 

28.65 

II 

10 

29.36 

II 

10 

29.66 

11 

11 

29.01 

II 

11 

28.65 

II 

11 

29.41 

II 

11 

29.61 

N.byW.JW. 

12 

29.01 

W.JN. 

12 

28.65 

II 

12 

29.44 

II 

12 

29.60 

N.by  W. 

January  12,  1854.     Lat.  53°  18'  S.     Long.  81°  15'  W.     At  noon. 


Hour. 


Bar. 


29.57 
29.55 
29.54 
29.54 
29.54 
29.54 


Wind.* 


N.  by  W. 
W.  N.  W. 
W.byN. 

West 

W.  by  N. 

W.JN. 


Hour. 


9 
10 
11 
12 


Bar. 


29.54 
29.54 
29.53 
29.53 
29.54 
29.54 


Wind.* 


West 

11 

W.byN. 


Hour. 


Bar. 


Wind.* 


29.55 
29.56 
29.56 
29.56 
29.58 
29.57 


W.  by  N. 

II 

West 


W.byS. 


Hour. 


9 
10 
11 
12 


Bar. 


Wind.* 


29.58 
29.58 
29.63 
29.63 
29.63 
29.63 


W.JS. 

II 

W.S.W. 


The  discussion  of  unexplained  physical  phenomena,  such  as  those  of  the  barometer,  is  always  profitable, 
for  it  serves  to  direct  the  attention  of  observant  men  to  the  subject,  and  to  elicit  both  facts  and  thought. 
Bearing  this  in  mind,  and  recollecting  the  character  of  the  men  who  are  collecting  materials  at  sea  for  this 
work,  I  have  made  it  a  rule  to  invite,  on  every  suitable  occasion,  opinions  and  suggestions  as  well  aa 
observations  from  them,  and  have  always  in  return  derived  profit,  and  frequently  instruction,  by  the 
reference. 

Among  the  subjects  so  referred  may  be  mentioned  tide  rips  and  colored  patches  of  water  at  sea — pink, 
white,  black,  or  red — as  well  as  the  anomalies  in  the  pressure  of  the  atmosphere.    Tide  rips  were  at  first 


*  The  direction  of  the  irind  ia  per  oompasi. 
82 


650  THE  WIND  AND  CURRENT  CHARTS.  ; 

to  me  very  puzzling.  They  are  commotions  in  the  sea,  resembling  the  motion  of  the  water  in  a  tide-way 
when  the  current  is  strong ;  and  though  they  have  all  the  appearance  of  a  rapid  translation  of  waters, 
navio'ators  find  that  a  vessel  seldom  or  never  feels  their  influence  as  currents.  They  are  most  frequently 
and  regularly  met  with  in  the  tropics  and  near  the  equatorial  doldrums,  that  region  of  copious  and  almost 
ceaseless  precipitation.  Now  these  tide  rips,  I  take  it,  are  the  gutters  in  the  sea  through  which  the  rain  that 
falls  there  is  carried  off  and  spread  out  again  over  the  regions  of  evaporation.  They,  no  doubt,  are  for 
the  most  part  shallow  currents  of  fresh  or  not  very  salt  water,  which  nature  employs  to  carry  off  the 
droppings  of  the  equatorial  cloud-ring,  and  the  heaps  of  water  which,  as  has  been  explained  in  another 
place,  are  piled  up  in  this  belt  of  calms  by  the  N.  E.  trade-winds  on  one  hand,  the  S.  E.  on  the  other. 
While  these  "rips,"  therefore,  do  not  extend  deep  enough  to  set  a  ship  out  of  her  course;  they  would,  I 
imagine,  drift  a  small  boat  or  lighter  maLter. 

The  fresh  water  of  the  Mississippi  is  often  found  standing  in  pools  on  the  surface  a  hundred  miles 
out  to  sea  from  the  mouth  of  the  river ;  and  if  fresh  water  may  make  basins  for  itself  on  the  top  of  the 
.-.lit,  and  thus  stand  in  pools  on  the  surface  of  the  sea,  why  may  it  not  also  make  a  trough  for  itself,  and 
run  along  as  the  Gulf  Stream  in  channels  more  or  less  regular.  This  explanation  is  suggested  by  the 
remarks  contained  in  an  abstract  log  received  here  some  time  ago. 

The  Brussels  Conference  made  special  allusions  to  these  curious  patches  of  colored  water  which  are 
sometitnes  found  at  sea,  and  which — especially  the  white  and  dirty  red  patches  off  the  South  American 
coast — frequently  alarm  navigators  by  causing  them  to  suppose  that  they  are  in  the  midst  of  danger  when 
no  danger  is  near. 

The  following  is  a  case  in  point: — 

Shi2>  Magnolia  (Thomas  Patterson),  from  Chinca  Islands  to  Hampton  Eoads. 

Nov.  30,  1854.  Lat.  85°  S.;  long.  39°  15'  W.  Barometer,  30;  temperature  of  air,  66°;  of  water, 
65°.  Winds:  N.  N.  E.,  calm,  E.  N.  E.  First  part,  light  airs,  from  N.  N.  E.;  middle,  calm;  latter,  light, 
from  N.  N.  E.  Old  song  again.  30  miles  per  day.  At  daylight  this  morning  we  got  into  what  appeared 
to  be  muddy  water,  extending  for  miles  all  around  us;  at  the  time,  there  was  a  school  of  whales  blowing 
ill  every  direction.  In  passing  through  this  muddy  water,  as  I  supposed  it  to  be,  I  caught  a  bucketful  of 
it,  and  found  it  to  contain  millions  of  small  marine  animals  intermixed  with  a  glutinous  substance.  The 
bucket  of  water  contained  more  than  a  pint,  a  small  bottle  of  which  I  saved,  tind  send  you  with  this 
abstract.  Had  I  been  near  the  land,  I  should  have  been  alarmed  at  it,  as  it  appears  very  much  like  the 
water  at  the  mouth  of  the  Mississippi  River.* 


*  The  following  is  received  by  this  morning's  mail: — 

"George  Manning,  Esq.,  New  York,  will  please  forward  this  bottle  to  Lieut.  Maury,  Washington,  and  oblige  Caleb  Sprague. 
The  contents  of  this  bottle  was  taken  from  the  sea  in  latitude  of  14°  33'  S.,  longitude  111°  OS'  E.,  by  Caleb  Sprague,  commander 
of  ship  Gravina,  and  is  mentioned  in  my  abstract  log,  sent  to  Lieut.  Maury,  as  the  water  being  of  a  milk  color. 

CALEB  SPRAGUE, 
Commander  of  Ship  Gravina." 
I  have  sent  the  boRlc  to  my  friend  Prof  Bailey,  of  West  Point.— M.     March  20,  1855. 


BAROMETEIC   ANOMALIES   OFF   CAPE   HORN   AND   IN   THE   TKAUE-WINDS.  651 

Ehrenberg  and  other  microscopists  have  examined  similar  specimens  of  coloring  matter  from  the  Red 
Sea,  the  Yellow  Sea,  and  other  places ;  and  it  appears  now  to  be  generally  conceded  that  these  singular 
patches  of  colored  water,  found  in  various  parts  of  the  sea,  and  which  are  diiFerent  from  that  water  which 
derives  its  color  from  soundings  on  the  bottom,  derive  their  coloring  matter,  some  from  vegetable,  some 
from  animal  organisms  of  various  kinds. 

The  Brussels  Conference  asked  for  specimens  of  the  water,  from  such  patches,  and  I  have  accordingly 
received  specimens  from  several  shipmasters,  all  of  which  were  sent  to  Prof.  Bailey,  of  West  Point,  who 
had  the  kindness  to  undertake  the  examination  of  them.  He  found  them,  on  opening  the  bottle,  to  emit 
an  exceedingly  ofl'ensive  odor,  arising  from  the  putrid  fragments  of-the  animals  which  afforded  the  coloring 
matter  to  the  sea.  They  were  for  the  most  part  gelatinous;  this  was  eminently  the  case  with  the  specimens 
of  the  Magnolia,  and  those  also  of  the  Shooting  Star,  mentioned  in  another  place. 

It  is  good,  but  it  is  rare,  to  have  for  fellow  laborers  a  corps  of  observers  to  whom  one  may  appeal  for 
light  and  always  receive  information ;  this  has  been  eminently  the  case  in  these  two  instances.  So  too 
with  the  barometer  off  Cape  Horn,  and  the  barometric  anomalies  of  the  Andes.  My  corps  of  observers 
were  too  intelligent  to  let  what  was  there  said  escape  their  attention,  without  observation  ;  and  during  the 
last  year,  many  contributions  have  been  made  to  the  general  store  of  barometric  observations  off  Cape 
Horn,  and  more  attention  has  generally  been  given  to  the  barometer  at  sea.  No  less  than  three  observers, 
each  independent  of  the  other,  and  all  evidently  ignorant  of  what  philosophers  on  shore  had  discovered, 
have,  within  the  year,  called  my  attention  to  the  barometric  tides  of  the  torrid  zone.  With  each,  and  as 
far  as  he  was  concerned,  the  discovery,  I  have  no  doubt,  was  original.  I  quote  the  letter  and  the  observa- 
tions of  one  of  them. 


San  Francisco,  October  14,  1854. 

Sib:  Herewith  I  send  you  some  extracts  from  my  abstract  log  which  I  think  will  interest  you;  they 
are  barometrical  observations  taken  during  my  voyage  from  Boston  to  this  place.  I  am  sorry  they  are  not 
as  complete  as  they  ought  to  be;  but  I  could  not  interest  my  officers  sufficiently  to  induce  them  to  make 
correct  observations  in  the  night;  these  I  send  are  day  observations  mostly,  and  accurate;  the  few  night 
observations  there  are,  were  made  after  I  changed  my  offioers,  and  I  think  are  correct  also. 

I  send  them  for  the  purpose  of  calling  your  attention  to  the  barometrical  tides,  which  I  think  they  dis- 
tinctly indicate  in  the  low  latitudes ;  in  the  high  latitudes  (in  the  observations  which  I  have  omitted  here), 
they  were  not  at  all  perceptible. 

You  will  perceive  that  when  in  latitudes  low  enough,  the  barometer  begins  to  fall  at  about  eleven  A.  M. 
and  continues  falling  until  about /o;<r  or  Jive  P.  M.,  soon  after  which  it  commences  to  rise  again,  and  attains 
its  maximum  height  about  eight  or  ten,  while  the  few  night  observations  taken  since  I  noticed  this 
phenomenon,  seem  to  indicate  another  regular  fall  and  rise  during  the  night;  you  will  notice,  also,  that  all 
this  occurs  at  about  the  same  hours,  whatever  may  be  the  latitude  or  longitude,  and  I  believe  whatever 
may  be  the  age  or  position  of  the  moon. 


652  THE  WIND  AND  CURRENT  CHARTS. 

I  am  not  aware  that  this  phenomenon  has  ever  been  known  or  noticed  before,  except  by  Capt.  Ranlett 
of  the  ship  Surprise,  and  he  did  not  seem  to  know  that  they  were  permanent  and  universal.  I  am  there- 
fore curious  to  know  if  the  fact  that  they  are  so  is  new  to  all,  or  to  me  only ;  if  the  last,  you  will  excuse 
my  troubling  you  with  this,  for  the  sake  of  my  good  intentions. 

I  infer  from  your  comments  upon  Capt.  R.'s  notice,  that  with  such  instruments  as  mine,  little  can  be 
learned  about  them  (the  tides)  except  that  ihey  exist;  I  have  therefore  sent  you  such  observations  only  as 
seem  to  prove  that  fact,  in  the  hope  that  it  will  stimulate  others  to  obtain  for  you  more  complete  observa- 
tions, made  from  instruments  more  correct  than  mine. 

Mine  is  the  common  marine  barometer  with  the  thermometer  attached  to  the  lid  that  covers  the  scale, 
and,  until  the  13th  of  Sept.,  it  hung  in  the  skylight  of  the  main  cabin,  where  the  sun  could  frequently 
reach  the  thermometer,  while  the  cup  of  the  barometer  remained  in  the  shade  and  in  a  much  lower 
temperature.  The  top  of  the  barometer  hung  17  feet  above  the  sea  until  the  above  date,  when  I  removed 
it  to  my  own  cabin,  where  it  hangs  in  the  shade,  in  a  more  equal  temperature  and  tivo  feet  lower,  viz :  15 
feet  above  the  level  of  the  sea,  but  the  change  did  not  affect  the  tides  at  all. 

I  ordered  a  complete  set  of  instruments  at  Green's,  in  Broadway,  to  enable  me  to  keep  a  man-of- 
war's  abstract ;  but  by  a  mistake,  made  too  late  to  be  rectified,  I  did  not  obtain  them. 

During  the  remainder  of  the  voyage  I  shall  observe  with  such  instruments  as  I  have,  after  which  I 
shall  take  care  to  have  those  for  which  no  apology  will  be  needed. 

I  remain  yours  most  respectfully, 

FREDERICK  CROCKER, 
Master  of  Ship  Mary  Robinson,  of  New  Bedford,  Mass. 

Lieut.  M.  F.  Maury, 

Washington,  D.  G. 

P.  S.  I  take  this  opportunity  to  express  my  thanks  for  the  honor  you  did  me  in  publishing  my  letter 
(from  Whalemen)  in  the  last  edition  of  your  Sailing  Directions;  had  I  supposed  it  possessed  interest  enough 
for  that,  I  would  have  prepared  it  more  carefully.  I  regret  that  you  found  it  so  difficult  to  ascertain  my 
whereabouts. 

Edward  Mott  Robinson,  Esq.,  of  New  Bedford,  generally  knows  where  to  find  me.  I  hope  to  address 
you  again  some  time  about  the  barometer  off  Cape  Horn,  and  about  the  currents  in  the  Indian  Ocean  and 
China  Sea. 


BAEOMETBIC  ANOMALIES  OFF  CAPE  HORN  AND  IN  THE  TRADE-WINDS. 


653 


Barometer  in  the  Tropica.* 


DATE. 

6 

8 

10 

Koon. 

2 

4 

6 

8 

10 

la 

2 

4 

NToou. 

1854. 

A 

.1      !i    1 

1 

i  1 

i 

i 

^ 

cd 

« 

i 

i 

i 

i  1 

i 

8 

8      J 

S       1    latitude. 

Longitude. 

n 

f- 

a 

H      «     1 

i-i 

a 
30.23 

(30.23 

s- 

n 

&. 

pa 

Em 

n 

£-< 

0  f- 

m 

H 

n      t 

«       g 

June   2 

30.23 

^0.23 

30.23 

:!0.23'78 

50.23 

78 

50.25  77 

35°10'N. 

55°00'E. 

"       3 

iJO.23 

75 

iO.23177 

30.20 

78  30.19 

78:30.19 

78 

30.19(83 

50.19 

82  .50.2376 

33  88 

50  18 

"      4  30.18| 

76 

10. 18!  77 

30.20 

79  30.20 

7930.20 

80 

30.2278 

50.221 

77  30.24  75 

33  68 

45  08 

"      5  30.28j 

74 

50.2879 

30.30 

79 

30.30 

83 I 30. 33 

81 

30.33180 

50.381 

79  30.36170 

31  27 

39  57 

"       f. 

30.35 

78 

50.35179 

30.42 

77 

30.37 

SO:  80. 37 

83 

50.87  84 

i0.4084 

50.40:84 

30  09 

39  08 

"      7 

30.36 

76 

50.30:78 

30.36 

77 

30.39 

79  30.38 

85 

30.37  89 

50.86  84 

30.86,79 

28  46 

38  82 

"      8 

30.38178 

J0.38!82 

30.42 

89 

+ 

"      9 

30.40  79 

30.40  80 

30.44 

81 

30.44 

52 

30.42 

80 

30.40 

79 

50.40  79 

50.44,77 

28  03 

38  20 

"     10 

30.28I76 

50.4982 

30.49 

82 

50.4; 

-10 

30.49 

7!- 

30.49178 

50.49:77 

30.55  76 

26  16 

39  12 

"    11 

3O.49I77 

50.49178 

30.50 

80 

30.56 

^0 

30.48 

80 

30.45:78 

30.45:78 

30.49  78 

22  29 

38  68 

"    12 

30.407! 

50.4079 

30.40 

81 

30.3^ 

S2 

30.38 

82 

30  35:80 

30.35 

78 

30  4578 

18  02 

39  21 

"    13 

30.33  79 

50.30  80  30.30 

84 

30.3(, 

S4'30.30 

80 

30.35  80 

30.85 

79 

50.3978 

• 

14  13 

37  58 

"    14 

30.24  8(. 

50.24  8i 

30.23 

84 

30.22 

38130.22 

82 

30.19  82 

30.19 

82 

30.2481 

10  27 

35  58 

"    1.5 

30.20  9,-I 

50.20  8.5 

30.25 

90 

30.20 

SO  30.19 

87 

30. 19 '84 

30.19 

82 

30.24182 

6  62 

34  36 

"     16 

30.20  83 

30.2084 

50.20 

80 

30. 2C 

S2 

30.20 

SI 

30.1980 

50.19 

79 

30.24180 

3  40 

32  50 

"     17 

30.22  8J 

50.2288 

50.22 

88 

30.22 

90 

30.18 

90 

33.18  85 

30.22 

83 

30.24188 

3  30 

32  50 

"     18 

^0.28  83 

■50.28:85 

30.28 

84  30.28 

S4 

30.24 

84 

50.22  84 

50.22 

84 

30.26:82 

1  03 

33  38 

"     19 

30.29  81; 

30.30  81 

!0.30 

80  30.31 

32 

30.24 

84 

30.20  84 

50  22  84 

30.24  82 

2  16  S. 

38  53 

"    20 

30.20  82 

30.24  84 

50.24 

8730.24 

34 

80.19 

8-i 

30.18 

84 

30.18184 

30.24181 

4  35 

34  23 

"     21 

30.33 

»> 

30.33  82 

30.26 

84'30.26 

32 

30.22 

82 

30.20 

78 

30.23178 

6  43 

34  45 

"     22 

30.30 

82 

50.30 

82 

30.26 

84i30.22 

34 

30.22 

82 

30.22 

82 

30.24182 

.30.26180 

8  42 

35  05 

"     23 

30.28 

8(. 

30.28 

81 

30.30 

86 130.30 

33 

.30.28 

80 

30.25 

81 

30.28180 

.30.34'80 

11  43 

36  82 

"     24 

.80.34 

77 

50  34 

77 

30.38 

83 1.30. 34 

34 

30.32 

80 

30.30 

?8 

.30.30177 

30.30  76 

15  28 

87  20 

"     25 

30.38 

78 

50.38 

78 

50.36 

79  30.35 

30 

30.80 

80 

30.30 

80 

30.34179 

30.88,78 

18  00 

38  22 

"     20 

30.35 

76 

50.35 

78 

30.40 

82  30.39 

82 

30.36 

78 

30  36 

77 

30  30 

77 

30.39177 

20  32 

38  12 

"     27 

30.34 

8(i 

50.34 

80 

30.34 

87 

30.34 

82 

30.34 

80 

30.29 

80 

30.28 

79 

80.80  78 

23  08 

38  15 

"     28 

30.28 

7t 

50  28 

78 

30  26 

78 

30.26 

78 

30.24 

76 

30.23 

75 

30.27 

75i30.28:73 

24  23 

88  35 

"     29 

30.. 35 

71 

30.35 

72 

30.39 

75 

30.39 

72 

30.33 

72 

30.35 

71 

.30.. 35 

70l30.8870 

24  65 

39  00 

"     30 

30.34 

76 

50.33 

78 

30.40 

78 

30.34 

75 

30.32 

74 

30.30 

78 

30.80  7313U.30I72 

26  06 

40  00 

July    1 

30.30 

71 

30.32 

71 

30.36 

72  35.33 

71 

30.32 

71 

30.30 

70 

80,30;70!30.33:70 

28  00 

41  00 

"       2 

30.30 

71 

50.30 

72 

30.30 

80 

30.29 

84 

30.2ir 

34 

30.28 

80 

30.28:78(30.28|74 

29  04 

42  05 

"       3 

.30,28 

71 

30.28  72130.29 

74 

30.29 

80 

30.29 

82 

30.29 

81 

30.29:80130.29178 

29  61 

42  08 

"      4  i30.30J7( 

50.30|71 ,30.32  78 

30.32 

78 

30.29 

78 

30.29 

75 

.30.29  741.30,29:72 

.30  47 

43  24 

"      5  {30.2671 

■i0.20!71 '30.25172 

30.19 

77 

30.16 

73 

30.12 

70  .30.12l70'30.10:70 

32  54 

42  54 

"     f>t   29.90J71 
Aug.  31   30.80i6.5 

■i9.89  70  29.89  68 

2S.89 

70 

29.89 

67 

29.89 

05  29.95,64129.95 

64 

35  55 

46  10 

30.30  65 1 30. 30  66 

30.30 

68 

80.80 

68 

30  30 

68:30.30  67  30.30 

67 

23  04 

83  15 

Sept.   1 

30. 34 '67 

30.34  67130.35I68 

30.36 

68  30.34!69l30.34 

691.30.32:68  30.32 

68 

21  03 

85  15 

"      2 

30.34:08 

30.34  68;  30. 33!  09 

30.32 

70;30.32, 72  80.32 

70:30.30'70  30.30 

70 

18  46 

87  30 

"      8 

30.30 

71 

30. 30  72 '30. 30 

72 

30.30 

74!30.30!76  30.80 

74 

30.29:72  30.29 

71 

16  31 

89  57 

"      4 

30.28 

70 

30.28  70  30.27 

75 

30.26 

77130.24,75  30.20 

74 

30. 20 172  30.20 

72 

14  10 

92  50 

"      5 

30.22 

70 

30.22 

7230.23 

72 

30.19 

73'80.18|73  80.14 

71 

30.14  70  30.14 

70 

12  11 

96  30 

"      6 

30.24 

72 

30.25 

74;30.23 

74 

30.20 

75  30.17  74  30.14 

74 

30.14  73  30.19 

73 

10  39 

99  00 

"      7 

30.18 

73 

30.18 

73;30.20 

79 

30.24 

81:30.14  76  30.13 

74i30.16 

72  30.19 

74 

9  18 

101  30 

"      8 

30.19 

75 

30.19 

75  30.23 

79 

30.20 

79  30.18  76  80  18 

75:30.16 

75  30.18 

74 

9  08 

104  48 

"      9  130.19 

76 

30.19 

77130.19 

77 

30.19 

77  80.16;77  30.14 

78130.14 

78  30.17 

76 

9  00 

108  13 

"     10  30.20  76 

30.20 

76130.24 

78 

30.22 

78  30.14  77  30.14 

77  30.14 

76  30.16 

75 

8  80 

111  40 

"     11    30.14176 

•30.14 

77 

130.17 

78 

30.17 

78  39.14{78  30.06 

77^30.08177  30.13 

78 

5  17 

112  00 

"     12  30.10:76 

30.13 

77 

30.15 

78 

30.12 

78  30.10'77  80.00:77i30.08  76  30.12:76 

1  56 

114  00 

"     13 

30.12:76 

30.14 

75 

30.14 

76 

30.10 

77  30.06:78  30.03l78t30.07  77'30.08:77 

0  54  N. 

115  10 

"     14 

30.08i77 

30.11 

77 

30.13 

79 

30.08 

79  30.04  80  30.03  80!30.07  80  30.10'79 

4  08 

115  25 

"     16 

30.081 79 

30.11 

79l30.ll 

80 

30.06 

82:30.05182;30.03:82!30.05|82  30.07182 

.30.10  8 

2  30.07 

82130.0718 

2  30.00 

32    6  68 

115  52W. 

"     16 

30.06 

80 

30.07 

81|30.06 

83 

30.04 

84  30.00 

83  29.96  821.30.0282  80.02  82 

80.02  8 

2  30.04 

82 

80.00'8 

0  30.00 

50    9  48 

116  00 

"     17 

30.02 

81 

30.02 

81:30.02 

82 

29.98 

82  29.97 

83,29.95i82l29.98|82  30.05182 

30.05 

82 

30.01  8 

2  30.01 

52  11  21 

116  35 

"     18 

30.04 

82 

30.07 

82  30.08 

88 

30.08 

8380.05 

83  30.04  82 

30. 06  82  .30.09  83 

30.10  8 

8  30.05 

82 

30.01  8 

2  30.01 

52  12  06 

117  03 

"     19 

30.08 

81 

30.11 

81,30.14 

82 

30.12 

82130.04 

83;30.04!82 

30.06:82  30.12  83 

1 

30.09 

82 

30.05  8 

2  30.05 

S2  13  00 

117  35 

"     20 

30.06 

82 

30.09 

82  30.11 

86 

30.08 

86;  30. 04 

84:30.02184 

30.01'84  30.06'83:30.07  8 

2  30.09 

82 

30.05  e 

2 '30. 00 

32  13  65 

118  00 

"     21 

30.03 

82 

30.04 

82  30.08 

83 

30.05 

84;29.99 

83:30.0283 

30.04l83l30.08, 82130.08  8 

2  30.09 

82 

,30.07  f 

2;  30. 05 

32(13  37 

121  10 

"     22 

30.04 

81 

30.04 

82'30.13 

83 

30.10 

84  30.06 

83|30.06;83 

30.07182 

30.1082130.1018 

2  30.10 

82 

;.30.10  > 

230.13 

32I14  23 

124  10 

"     23 

30.12 

81S3O.I3 

8030.17 

82 

30.16 

83,30.12 

83(30.14 

82 

80.13181 

30.1681 

30.17  8 

0  30.17 

80 

30.14  - 

830.13 

78  15  50 

127  00 

"     24 

30.14 

79 

30.14 

79  30.16 

81 

30.18 

81  30.13 

80  80.10 

79 

30.12178 

30.12178 

17  57 

129  40 

"     25 

30.14 

74 

30.14  74  30.13 

77 

30.13 

77  80.09 

77  30.09 

76 

30.1076 

30.14,75 

20  12 

131  45 

"     26 

30.17 

74 

30.19i74  30.20 

75 

30.19 

75  30.16 

75  80.17 

74 

30.17:74 

30.2074 

30.26  7 

3  30.23 

78 

30.20 

78  22  40 

133  45 

"     27 

30.22 

72 

30.25173  30.27 

75 

30.25 

75  30.28 

75:30.25175 

30.24174 

80.27  74 

30.30 

72 

,30.26  - 

•2  30.23 

72I24  44 

134  58 

"     28 

30.26 

71 

30.29171 130.30 

72 

30.28 

7530.24  74130.24(78 

30.26i73 

30.28  72 

30.30  7 

2  30.29 

72130.241" 

r2  30.24 

72  26  16 

136  30 

"     29 

30.26 

72 

30.27 

72,30.27|74 

30.26 

76  30.23  76:30.20(76 

30.21 175 

80.25(76 

1 

30.28 

78 

30.21  ■ 

■2130.27 

72  27  12 

138  00 

"     30 

30.30 

71 

30.34 

7230.4074 

30.38 

75130.29  74i30.35|74 

30.38  78 

,30.40  73  30.4317 

3  30.42 

72 

130.37 

72  28  08 

138  24 

Oct.     1 

30.40 

70 

30.43 

71  30.45:74 

.30.44 

76  80.42l73'30.42i72 

30.42 

72 

30  45  72 

30.44 

71 

30.42- 

•030.38 

70130  50 

140  45 

"      2 

30.41 

71 

30.42 

71  30.39171 

30.31 

7230.3C 

72'30.33|71 

30.33 

71 

30.3571 

30.38  7 

2  30.36 

72 

130.33 

70:32  12 

141  56 

"      3 

30.38 

70 

30.33 

71  30.35:71 

30.33 

72  30.3C 

74180.28(72 

30.28 

71 

30.29,72 

30.26 

69 

30.21 

39  30.19 

69  32  27 

140  42 

"      4 

30.18 

69 

30.17 

69  30.17 

69 

30.15 

7180.1C 

72'30.07I72 

30.06 

71 

30.04  73 

29.95 

72 

:29.94 

72  33  26 

137  00 

"      5 

29.98 

70 

30.00 

69  30.0C 

09 

29.99 

09  29.98  69:29. 98,6S: 

29.96 

67 

.30.02171 

30.12 

70 

30.16 

-0  30.09 

70(34  10 

132  55 

"      6 

30.12 

69 

30.12 

69  30.17 

70 

30.17 

7030.12  72:80.16:72 

80.  IC 

75 

30.20i73l30.20l- 

r3  30.20 

72 

30.20 

■2  30.20 

72  33  55 

130  30 

"      7 

30.19 

71 

30.18 

70  30.2C 

68 

30.19 

69  30.19  68(30.19  6f 

30.  If 

69|30.19l68|          1 

30.20 

6S 

30.18 

J8.30.15 

68  33  10 

128  20 

"      8 

30.12 

67 

.30.12 

67  30.12167 

: 

.30.10 

66  30.10j08  30.07.67 

30.07 

67  30.04,68  30.00j( 

58  30.00 

07 

J29.98 

67  38  28 

129  40 

*  The  astronomical  day  commences  at  noon.     In  this,  I  commence  the  day  at  six  A.  M.  previous. 

f  Ship  on  fire. 

I   Fniin  tlii=  in  the  other  side  of  tho  Horn,  no  nppenrnnce  of  dries. 


I  A  gale  on  the  6th. 


ggji  THE  WIND   AND  CUERENT  CHARTS, 

"If  these  tides  in  the  preceding  table  are  produced  bj  the  heat  of  the  sun,  why  do  we  have  a  night  tide? 
If  by  attraction,  why  does  not  the  mooii's  influence  change  the  hours  of  high  and  low  (what  shall  I  call  it) 
mercury  ?  air  ?  as  it  does  with  the  waterF" — F.  C. 

These  tides  were  first  observed  by  Humboldt,  I  believe.  There  is  an  interesting  paper  upon  them  by 
Col.  F.  C.  Sykes,  F.R.S.,  in  the  Philosophical  Tramactions  for  1850,  containing  hourly  observations  for  three 
years  at  Bombay ;  three  years  at  Madras ;  and  four  years  at  Calcutta ;  and  during  that  time,  these  tides 
failed  only  once ;  they  were  interfered  with  neither  by  storm  nor  calm,  monsoon  nor  trade-wind ;  but  with 
the  regularity  of  clock-work,  the  barometer  was  observed  to  rise  and  fall  daily  and  at  stated  hours  so  very 
nearly,  that  the  time  of  day  within  a  few  minutes  might  have  been  told  by  the  movements  of  the  mercury. 
The  extreme  rise  and  fall  is  about  one-tenth  of  an  inch,  the  highest  tide  occurring  about  10  A.  M.  Then 
there  is  a  fall  and  a  turn  of  the  tide  between  4  and  5  P.  M.,  and  so  on  at  intervals  of  6  hours. 

To  get  the  exact  time  for  the  turning  of  the  tide,  it  is  necessary  to  have  a  good  barometer,  reading  at 
least  to  hundredths  (0.01)  of  an  inch,  and  to  observe  it  at  least  every  five  minutes  between  the  hours  when 
the  tide  turns. 

No  satisfactory  explanation  of  this  phenomenon  appears  as  yet  to  have  been  suggested.  It  may  per- 
haps be  connected  in  some  way  with  magnetism,  for  there  is  a  tide,  so  to  speak,  in  the  diurnal  variation  of 
the  needle,  and  in  the  intensity  of  the  magnetic  forces,  which  also  occurs  at  stated  hours,  the  year  round. 
The  extreme  end  of  the  arc  of  vibration  during  the  great  sun-swing  of  the  needle  is  reached  generally  be- 
tween 8  and  9  A.  M.,  and,  therefore,  precedes  by  a  couple  of  hours  or  so  the  greatest  diurnal  rise  of  the 
barometer.  Plate  XXII.  represents  the  diurnal  march  of  the  needle  at  Hobarton  and  St.  Helena,  and  the 
march  of  the  barometer  at  Bombay,  Madras,  and  Calcutta.  The  curves  for  the  former  are  derived  from  the 
discussion  by  Col.  Sabine  of  the  Hobarton  observations  for  1841,  and  the  St.  Helena  for  1840-45. 

The  curves  for  the  latter  are  simply  a  transfer  from  one  of  the  plates  which  accompany  Col.  Sykes' 
paper,  already  alluded  to  in  the  Philosophical  Transactions. 

The  question  whether  the  convolutions  of  those  curves  hold  to  each  other  the  very  striking  relations 
they  do  by  chance  or  by  design  involves  a  problem  which  is  yet  to  be  solved. 


ROUTE  TO  CALIFORNIA. 


"We  have  now  brought  the  great  highway  around  Cape  Horn  to  another  turning  off  place,  or  fork  of 
the  road.  At  50°  south,  in  the  Pacific,  the  South  American  bound  traders  part  company  with  the 
California  fleet.  Here,  or  near  by,  they  all,  whether  bound  for  Valparaiso,  Callao,  Guayaquil,  or  the 
Intermedios,  turn  off;  they  have  sailed  under  our  guide  and  in  company  with  us  so  far,  but  now  they  all 
leave  the  great  California  trail  to  make  the  best  of  their  way,  each  to  the  port  of  destination.  With 
flowing  sheets,  and  fair  winds,  the  course  for  the  rest  of  the  way  is  plain.     Not  a  word  in  addition  to  what 


ROUTE  TO   CALIFORMA.  655 

the  Pilot  Charts  contain,  can  be  said  to  make  the  way  plainer  to  them,  except  the  oft-repeated  caution,  to 
go  straight  across  the  calm  belt  of  Capricorn,  turning  neither  to  the  east  nor  west  until  it  is  crossed,  and  the 
navigator  finds  himself  fairly  within  the  trade-wind  region  beyond. 

The  Valparaiso  bound  vessel  should  hug  the  shore  close  enough  to  make  the  land  to  the  southward  of 
her  port ;  those  for  Callao,  &c.,  keeping  straight  on. 

The  California  bound  vessel  should  aim  to  enter  the  S.  E.  trade-wind  region  of  the  Pacific  as  far  to 
the  west,  provided  they  keep  this  side  of  115°  or  120°,  as  they  well  can ;  they  should  not  fight  with  head 
winds,  to  make  westing ;  nor  should  they  turn  much  from  the  direct  course  when  the  winds  are  fair.  But 
when  winds  are  dead  ahead,  stand  oif  to  the  westward,  especially  if  you  be  south  of  the  trade-wind  region. 
Having  crossed  the  parallel  of  35°  S.,  and  taken  the  trades,  the  navigator,  with  the  wind  quartering  and  all 
sails  drawing,  should  now  make  the  best  of  his  way  to  the  equator,  aiming  to  cross  it  between  105°  and 
125°,  according  to  the  season  of  the  year,  and  the  directions  and  the  tables  hereinafter  given. 

I  wish  here  to  call  the  attention  of  navigators  to  the  winds  they  are  to  expect  between  the  parallel  of 
50°  S.,  in  the  Pacific  and  the  equator,  especially  as  it  regards  their  reliability. 

In  the  table  of  Cape  Horn  Crossings  (p.  617),  are  given  the  times  from  the  parallel  of  7°  S.  to  the 
parallel  of  50°  S.,  in  the  Atlantic.  The  distance  between  the  two  parallels  there  is  about  2,900  miles ;  the 
average  time  27.6  days,  and  the  mean  daily  run,  105  miles. 

The  distance  from  50°  S.,  in  the  Pacific,  to  the  usual  crossing-place  on  the  line — California  track — is 
about  3,500  miles,  the  average  time  27.8  days,  and  the  mean  daily  run,  126  miles. 

The  winds  between  50°  S.  and  the  equator  are  so  much  more  strong,  steady,  and  reliable,  as  the  baro- 
iiicter  would  lead  us  to  expect,  on  the  Pacific,  than  they  are  on  the  Atlantic  side  of  the  continent,  that  the 
ratio  between  them  in  these  respects  is  as  2,900  to  3,500,  for  it  is  as  easy  to  make  3,500  miles  with  them  in 
one  ocean,  as  it  is  2,900  in  the  other. 

An  examination  of  the  mean  monthly  passages,  from  crossing  to  crossing,  will  also  show  a  greater 
regularity,  implying  thereby  more  stable  winds.  The  greatest  monthly  average  on  the  east  side  is  32  days 
in  August ;  on  the  west,  24.8  in  November— extreme  difference,  7.2  days.  The  greatest  monthly  average 
on  the  west  side  is  31  days;  the  least  24  days— extreme  diiJerence  7  days.  But  a  comparison  of  the  tables 
for  a  moment  only,  will  show  with  how  much  more  regularity  as  to  time  the  passages  are  made  on  the  one 
side  than  they  are  on  the  other. 

The  following  communication  from  Captain  Frank  Smith,  of  the  Messenger,  throws  light  on  what  I 
have  already  said,  and  has  a  bearing  upon  something  that  I  have  to  say. 

"You  will  herewith  receive  my  abstract  logs  of  ships  Messenger  and  Susquehanna,  on  voyages  round 
the  world.  I  am  sorry  neither  of  them  have  been  kept  as  full  as  you  have  desired,  neither  of  my  ships 
being  provided  with  hold  cocks ;  and  I  have  noted  none  of  my  observations  for  variation  of  the  compass ; 
as,  although  my  attention  was  at  all  times  directed  to  the  subject,  I  have  rarely  found  any  difference  from 
that  marked  on  the  late  charts.  In  the  observations  noted,  I  have  aimed  at  correctness  and  brevity. 
Should  you  take  occasion  to  examine  the  Messenger's  log,  you  will  perceive  I  have  had  more  than  a 


656  THE  WIND  AND  CURRENT  CHARTS. 

reasonable,  or  usual  share,  of  unfavorable  winds,  ligbt  airs,  and  calms,  the  round  voyage,  but  more  especially 
between  New  York  and  San  Francisco.  I  aimed,  by  the  aid  of  your  Charts  and  Instructions,  at  maintain- 
ing good  positions  and  improving  all  chances ;  you  will  notice,  being  jammed  by  a  northwester  along  the 
coast  of  Chili,  forcing  me  10°  of  long,  to  the  eastward  in  6  days,  I  entered  the  S.  E.  trades  in  78|°  W.; 
being  so  far  to  the  eastward,  I  was  induced  to  follow  your  proposed  track  across  the  equator,  and  crossed 
in  102J°  W.,  but  I  think  it  too  far  east,  as  it  is  certainly  within  the  influence  of  some  cause  producing  a 
calm  space  at  that  season  of  the  year  (September) ;  you  will  find  my  remarks  at  some  length,  noted  in  the 
log,  and  trust  you  will  make  proper  allowance  for  my  apparent  petulance  in  complaining,  and  presumption 
in  expressing  an  opinion  differing  from  yours,  when  mine  is  founded  on  a  limited  personal  observation, 
while  yours  is  the  result  of  a  mass  of  information  from  a  multitude  of  personal  observations,  each  of  which 
may  be  entitled  to  the  same  amount  of  credit  as  my  own.  But  it  requires  more  than  Ituman  powers  of 
patient  endurance,  to  be  from  20  to  25  days  becalmed,  north  of  the  equator,  in  the  Pacific,  on  board  of  a 
clipper  ship,  bound  to  California,  when  your  imagination  paints  all  your  competitors  passing  you  to  the 
westward  with  a  breeze ;  and  when  I  arrived  at  San  Francisco,  I  found  ships  in  port  that  had  crossed  the 
equator  to  the  westward,  days  after  I  did,  one  of  which  crossed  to  the  westward  of  120°  W.  Nothing 
would  induce  me  again  to  attempt  a  passage  to  the  eastward  of  100°  or  115°  W. ;  the  very  thought  of  my 
helpless  situation  there,  still  gives  me  the  shuddering  horrors.  I  think  the  last  7  or  8  months  past  must 
have  been  an  extraordinary  period  of  tranquillity  in  all  the  regions  I  have  passed  through.  I  heard  many 
remarks  and  complaints  of  calm  and  light  airs,  both  in  California  and  China,  and  since  I  entered  the  S.  E. 
trades  above  referred  to,  T  have  been  over  6  months  at  sea,  'running  down'  nearly  all  the  trade- winds  that 
blow,  together  with  the  N.  E.  monsoons  of  the  China  Sea,  in  the  season  of  their  strength,  and  yet  I  have 
experienced,  in  all  that  time  and  space,  but  14  days  with  wind  sufficient  to  keep  my  canvas  from  slating 
against  the  mast,  and  only  two  days  in  which  my  skysails  were  furled  throughout  24  hours. 

"I  deem  it  but  proper  to  say,  ere  I  close,  that  I  feel  myself  (in  common  with  the  great  maritime 
interests  of  our  country),  greatly  indebted  to  your  invaluable  researches,  and  the  great  skill  you  have 
developed  in  laying  such  a  mass  of  information  before  us,  in  such  an  available  form,  as  we  have  in  your 
Charts ;  and  I  trust  your  flattering  success  continues  to  animate  you,  and  that  you  will  make  us  in  due 
time  as  familiar  with  the  great  Pacific  and  Indian  Oceans  as  you  have  with  the  Atlantic.  That  old  and 
beaten  track  has  been  brought  out  of  darkness  into  marvellous  light,  and  I  expect  many  important  errors 
have  possession  of  our  minds,  with  regard  to  the  others,  which  your  researches  are  destined  to  dispel ;  and 
your  beautiful  theory  on  the  circulation  of  the  atmosphere  gives  a  charm  to  its  study,  that  cannot  fail  to 
excite  such  an  interest  on  the  subject  as  will  make  every  thinking  sailor  more  attentive  and  observant  of 
the  great  laws  of  nature  in  action  around  him.  Here  I  suppose  I  should  close,  as  I  have  already  written 
more,  perhaps,  than  you  will  have  leisure  or  disposition  to  read ;  yet,  if  I  felt  free  to  ask  questions,  and  time 
and  place  admitted  of  it,  I  should  be  a  very  teasing  pupil,  as,  in  the  study  of  your  important  labors,  many 
suggest  themselves  to  me.  For  instance,  in  what  latitude,  at  different  seasons,  should  we  look  for  the 
southern  edge  of  the  S.  E.  trades  in  the  Pacific;  and  if  they  don't  prevail  farther  to  the  southward,  near 


ROUTK   TO   CALIFORNIA.  657 

the  coast  of  South  America,  than  out  to  the  westward  iu  the  opea  sea?  As,  ia  the  Susquehanna,  in  April, 
1851,  in  long,  from  87°  to  92°  W.,  I  had  a  succession  of  northers  for  7  or  8  days,  between  lat.  30°  and  20° 
S.,  while  ships  to  the  eastward  of  me,  in  the  same  month,  got  the  S.  E.  trades  in  29°  or  30°  S.  And  again, 
what  is  the  chance  of  a  passage  from  the  west  coast  of  North  America  to  China,  in  a  high  latitude, 
corresponding  with  packet  route  from  the  British  Channel  to  the  United  States?  The  length  of  this 
admonishes  me;  but  one  thing  more:  what  influence  has  the  moon  or  its  phases,  on  the  wind?  I  have 
been  and  continue  iu  the  habit  of  looking  for  and  calculating  upon  its  influence  upon  wind  and  weather, 
especially  in  the  tropic,  in  trade-winds  and  near  the  land,  during  full  and  change ;  and  when  studying  your 
Track  Chart,  with  the  view  of  profiting  by  the  experience  of  others,  I  alwa3's  feel  the  want  of  some  mark 
on  each  track  by  which  the  moon's  age  could  be  known ;  as,  for  example,  its  quarterings  so  noted  as  to 
express  the  ship's  position  at  the  time  of  their  occurrence;  then  the  student,  by  counting  backwards  or 
forwards,  could  inform  himself  of  the  desired  particular.  Excuse  my  tediousness,  and  allow  me  to  conclude, 
with  the  expression  of  my  sincere  hopes  that  your  very  laudable  zeal  in  the  pursuit  of  so  useful  and 
patriotic  an  object  as  your  labors  tend  to  advance,  will  meet  a  high  and  just  reward." 

Shi2)  Messenger  (Frank  Smith),  New  York  to  California. 

June  16,  1852.  Lat.  11°  00'  N.;  long.  34°  39'  W.  Barometer,  30.00;  temperature  of  air,  79°;  of 
surface,  78°.  Winds:  during  the  day,  E.  by  N.  First  part,  fine  breezes;  middle  and  latter  parts,  light 
winds.  The  sea  has  been  heaving  up  in  rips,  and  splashing  to  windward,  very  much  like  a  weather  tide 
or  current. 

June  22.  Lat.  1°  27'  N.;  long.  27°  53'  W.  Barometer,  30.05;  temperature  of  air,  80°;  of  surface, 
79°.  Winds :  S.  by  W.,  S.  by  W.,  and  S.  by  E.  Begins  moderate  and  clear ;  middle,  light  airs  and  cloudy ; 
latter  part,  moderate  and  clear.  At  the  beginning,  I  tacked  and  stood  to  the  westward,  in  the  hope  of 
coming  up  on  that  tack  before  I  reached  the  long.  30°  W.  As  I  found  myself  in  25°  43'  W.  and  nearly 
6°  north,  I  was  apprehensive  if  I  stood  farther  to  the  eastward  I  might  run  out  of  the  wind,  and  be  baffled 
with  calm  and  light  airs ;  and  I  prefer  running  for  a  change,  to  waiting  a  wind ;  and  I  consider  it  better 
to  beat  to  windward  in  short  tacks  to  the  west  of  25°,  than  to  risk  the  calms  to  the  east.  [A  sound 
conclusion.] 

July  20.  Lat.  42°  31'  S.;  long.  58°  21'  W.  Barometer,  29.75;  temperature  of  air,  52°;  of  surface, 
43°.  Began  with  a  breeze  from  the  west,  which  gradually  canted  to  N.  W.,  and  freshened  to  a  ten-knot 
breeze;  but  before  midnight  it  died  away  to  a  calm,  and  light  airs  from  northward,  northward  and  east- 
ward, and  east.  This  wind,  for  three  days,  has  drawn  gradually  around  the  compass  against  the  sun,  from 
N.  E.  and  E.  to  S.  and  W.,  N.  W.,  and  N.  E.,  which  I  take  it  is  unusual  weather.  Since  passing  the  parallel 
of  St.  Catharine's,  have  experienced  more  light  and  baffling  weather  than  I  have  encountered  for  a  long 
time ;  and  what  makes  it  more  strange,  we  have  had  a  new  moon  during  the  interval.  It  is  now  four  days 
old.     [The  moon  has  nothing  to  do  with  it.] 

August  2.  Lat.  57°  28'  S. ;  long.  74°  05'  W.  Barometer,  28.60 ;  temperature  of  air,  38°  ;  of  surface, 
83 


658  THE  WIND  AND   CURRENT   CHARTS. 

38°.  "Winds :  N.,  K  W.,  and  N.  W.  Began  with  northerly  winds,  which  soon  increased  to  a  gale.  Iran 
the  ship  to  S.  W.,  taking  in  sail  as  required ;  at  4  P.  M.  found  it  necessary  to  heave  the  ship  to  under  close- 
reefed  maintopsail  and  foretopmast  staysail ;  from  3  until  8  P.  M.,  and  afterwards  in  squalls  until  mid- 
night, it  blew  a  terrific  gale  ;  its  force  seemed  irresistible ;  its  sound  was  deafening,  and  to  look  upon  it  was 
bewildering.  Its  strength  seemed  broken  at  8  P.  M.,  or  four  hours  after  it  commenced.  But  the  squall 
which  followed,  when  accompanied  by  hail,  seemed  ^sufficient  to  flay  everything  it  met  with.  I  found  the 
barometer  of  signal  advantage  to  me,  as  its  indications  prevented  my  making  or  carrying  sail,  as  I  should 
have  done  if  I  had  not  been  influenced  by  it.  I  was  just  in  time  in  getting  sail  off  my  ship.  The  barometer 
fell  to  28.60,  and  there  remained  during  the  gale.  At  meridian,  both  gale  and  sea  had  moderated,  when 
glass  rose  to  28.90. 

Aug.  16.  Lat.  32°  48'  S.;  long.  80°  10'  W.  Barometer,  30.05;  temperature  of  air,  59°  ;  of  surface, 
56°.  Winds  during  the  day,  N.  W.  In  looking  back,  I  find  this  the  seventieth  day  since  we  have  had  a 
wind  with  which  the  ship  lay  her  course  throughout  the  day ;  and  this  is  my  seventy-sixth  day  out — under 
the  circumstances,  a  short  passage  to  Valparaiso. 

Aug.  18.  Lat.  24°  01'  S.;  long.  80°  36'  W.  Barometer,  30.00;  temperature  of  air,  61°;  of  surface, 
60°.  Winds  :  N.  W.  to  W.  N.  W.,  W.  N.  W.,  S.E.  Moderate,  light  winds  throughout,  with  a  floating 
fog  drenching  like  a  rain  and  flying  very  low,  as  the  blue  sky  was  always  visible  over  head.  The  S.  W. 
swell  increased  to  such  enormous  magnitude  as  to  attract  my  particular  notice,  and  I  endeavored  to  esti- 
mate its  height  and  the  distance  between  the  ridges  (or  caps  of  the  rollers),  and  I  think  they  were  800  yards 
apart;  and  when  between,  in  the  trough,  the  next  ridge  beyond  those  forming  the  trough  could  not  always 
be  seen  at  an  elevation  of  twenty-five  feet  above  the  sea. 

Aug.  29.  Lat.  21°  09'  S.;  long.  83°  07'  W.  Barometer,  30.10;  temperature  of  air,  64°;  surface,  62°. 
Winds  during  the  day,  S.  E. 

This  has  been  the  first  day  for  seventy-three  days  that  I  have  had  the  privilege  of  recording  a  fair  wind 
throughout  the  24  hours,  and  this  has  to  be  but  a  light  one,  but  steady.  The  first  20  hours  were  overcast, 
but  the  last  four  beautiful  and  clear ;  the  heavy  S.  W.  swell  subsiding,  from  which  I  am  flattered  with  the 
hope  we  are  entering  the  trades. 

Between  the  equator  and  10°  or  12°  N.,  according  to  the  season  of  the  year,  the  California-bound 
navigator  may  expect  to  lose  the  S.  E.  and  to  get  the  N.  E.  trade-winds. 

He  will  find  these  last  nearest  the  equator  in  January,  February,  and  March;  but  in  July,  August,  and 
September,  he  will  sometimes  find  himself  to  the  north  of  the  parallel  of  15°  N.  before  he  gets  fairly  into 
the  N.E.  trades.  And  sometimes,  especially  in  summer  and  fall,  he  will  nbt  get  them  at  all,  unless  he  keeps 
well  out  to  the  west.  Having  them,  he  should  steer  a  good  rap  full  at  least,  aiming,  of  course,  to  cross  the 
parallel  of  20°  N.,  in  about  125°  W.,  or  rather,  not  to  the  east  of  that,  particularly  from  June  to  November. 
His  course,  after  crossing  20°  N.,  is  necessarily  to  the  northward  and  westward  until  he  loses  the  N.  E.  trades. 
He  should  aim  to  reach  tlie  latitude  of  his  port  without  going  to  the  west  of  130°  W.,  if  he  can  help  it,  or 


ROUTE  TO  CALIFORXIA.  659 

approaching  nearer  than  250  or  300  miles  to  the  land  until  he  passes  out  of  the  belt  of  the  N.  E.  trades  and 
gets  into  the  variables,  the  prevailing  direction  of  which  is  westerly. 

"  Where  shall  we  take  the  S.  E.  and  lose  the  N.  E.  trades  on  the  passage  to  California?"  is  an  important 
question  for  the  navigator  to  have  answered,  who  is  striving  for  a  short  passage  on  the  west  coast  of  South 
America.  From  the  parallel  of  Cape  Horn  up  to  the  belt  of  light  winds  and  calms,  through  which  you 
generally  pass  before  getting  into  the  S.  E.  trades,  the  prevailing  winds  are  westwardly  winds,  having 
northing  more  frequently  than  southing  in  them. 

Between  the  northwest  coast  and  the  meridian  of  130°  W.,  from  30°  to  40°  N.,  the  prevailing  direction 
of  the  wind  in  summer  and  fall  is  from  the  northward  to  the  westward  inclusive;  whereas,  to  the  west  of 
130°,  and  between  the  same  parallels,  the  N.  E.  trades  are  the  prevailing  winds  of  these  two  seasons.  There 
is  a  marked  difference  in  the  direction  of  the  winds  on  the  opposite  sides  of  the  meridian  of  130°  W.  in  the 
North  Pacific.  The  cause  of  this  difference  has  been  completely  unmasked  by  the  researches  connected 
with  these  Charts.  The  agent  which  produces  it  has  its  seat  in  the  arid  plains  of  New  Jdexico,  Northern 
Texas,  and  the  regions  round  about.  At  this  season  of  the  year,  the  prevailing  winds  in  the  western  part 
of  the  Gulf  of  Mexico  are  from  the  southward  and  eastward ;  i.  e.,  towards  that  great  centre  of  rarefaction. 
At  this  season  of  the  year,  too,  the  prevailing  winds  in  the  Pacific,  off"  the  coasts  of  Central  America,  are 
from  the  southward,  and  also  towards  the  same  centre  of  heated  plains  and  ascending  columns  of  air  ;  and 
we  have  seen  that  off"  the  coasts  of  California,  between  the  parallels  of  35°  and  40°  N.,  the  prevailing  winds 
of  this  season  are  from  the  northward  and  westward — also  towards  this  great  inland  "blow  hole."  Tn  it, 
is  seated  a  monsoon  agent,  whose  influence  is  felt  for  more  than  a  thousand  miles  out  to  sea,  drawing  back 
the  N.  E.  trades  of  the  Pacific,  and  converting  them  into  a  southwardly  monsoon  for  half  the  year ;  deflecting 
the  N.  E.  trades  of  the  Gulf  of  Mexico,  and  converting  them  into  a  southeasterly  monsoon,  during  the  same 
season ;  and  so  influencing  the  prevailing  S.  W.  winds  off"  our  Northwest  Pacific  coast,  that  they,  too,  are 
almost  made  to  blow  a  northwesterly  monsoon. 

Therefore,  vessels  bound  to  San  Francisco  should  not,  unless  forced  by  adverse  winds,  go  any  farther 
beyond  the  meridian  of  130°  AY.  than  they  can  help. 

Supposing  that  vessels  generally  will  be  able  to  reach  30°  N.  without  crossing  the  meridian  of  130° 
W.,  the  distance  per  great  circle  from  Cape  Horn  to  its  point  of  intersection  with  that  parallel  is  about 
6,000  miles. 

And  supposing,  moreover,  that  California  bound  vessels  will  generally,  after  doubling  Cape  Horn,  be 
able  to  cross  the  parallel  of  50°  S.,  between  the  meridians  of  80°  ajid  100°  W.,  their  shortest  distance  in 
miles  thence  to  30°  N.,  at  its  intersection  with  the  meridian  of  130°  "W.,  would  be  to  cross  40°  S.  in  about 
100°  W.;  30°  S.  in  about  104°;  20°  S.  in  about  109°  ;  the  equator  in  117°  W.;  and  30°  N.,  about  130° 
"W.  (126°  if  j'^ou  can).  By  crossing  the  line  10°  farther  to  the  east,  or  10°  farther  to  the  west  of  117°,  the 
great  circle  distance  from  Cape  Horn  to  the  intersection  of  30°  N.  with  180°  W.,  will  be  increased  only 
about  150  miles. 

Navigators  appear  to  think  that  the  turning-point  on  a  California  voyage,  is  the  place  of  crossing  the 


660  THE  WIND  AND  CURRENT  CHARTS. 

equator  in  tlie  Pacific.  But  the  crossing  which  may  give  the  shortest  run  thence  to  California,  may  not  be 
the  crossing  which  it  is  most  easy  to  make  from  the  United  States  or  Europe;  and  it  is  my  wish  to  give, 
in  these  Sailing  Directions,  the  routes  which  on  the  average  will  afford  the  shortest  passages  to  vessels  that 
have  doubled  Cape  Horn  and  are  bound  direct  to  California. 

First,  therefore,  let  us  see  which  crossings  of  the  equator  in  the  Pacific  give  the  shortest  runs  on  the 
average  thence  to  San  Francisco ;  then,  let  us  find  out  which  of  these  crossings  it  is  most  easy  to  reach  from 
Cape  Horn,  and  then,  by  comparing  the  two,  we  may  be  able  to  lay  down  the  best  route  from  Cape  Horn 
to  California. 

Independent  of  the  information  that  has  been  elicited  by  these  investigations  connected  with  the  Wind 
and  Current  Charts,  but  little  was  known  by  navigators  as  to  the  winds  and  currents  after  doubling  Cape 
Horn,  on  the  California  route. 

Navigators  knew,  indeed,  that  on  that  route  they  had  to  cross  the  belt  both  of  the  S.  E.  and  of  the 
N.  E.  trade- winds.  But  in  what  longitude  to  cross  them;  between  what  meridians  are  these  trade-winds 
most  constant,  steady,  and  fresh ;  and  between  what  meridians  is  it  less  difficult  to  cross  the  belt  of  equatorial 
calms  which  separate  these  two  systems  of  trade- winds  ;  and  when,  at  what  distance  from  the  coast,  are  the 
light  airs  and  calms  of  the  horse  latitudes,  which  are  found  on  the  polar  borders  of  the  S.  E.  as  well  as  of 
the  N.  E.  trades,  less  vexatious?  These  are  some  of  the  questions  to  which  definite  answers  had  to  be 
given  before  it  could  be  asserted  with  confidence  that  this  or  that  is  certainly  the  best  route  to  California. 

The  Pilot  Charts,  the  Track  Charts,  and  proper  attention  to  the  tables  I  am  about  to  give,  will  tell  this 
to  all  who  consult  them  diligently. 

Having  exhausted  my  materials  for  Pilot  Charts  of  this  route,  I  have,  with  the  assistance  of  Lieuts. 
George  Minor  and  Kobert  H.  Wyman,  overhauled  the  whole  series  of  log-books  in  my  possession,  for 
California  passages.  From  them  are  derived  the  following  tables  of  California  Crossings,  giving  the  name  of 
the  vessel ;  the  year ;  the  number  of  days'  passage  from  the  place  of  departure  in  the  North  Atlantic  to 
the  equator  in  the  Pacific ;  the  place  and  month  of  crossing  the  equator ;  and  the  number  of  days  thence 
to  California.     The  crossings  on  the  equator,  and  of  various  parallels  of  latitude,  are  also  given. 


ROUTE  TO  CALIFORNIA. 


661 


Crossings  in  the  Pacific,  from  60°  S,  to  the  Equator. 


BAHE  or  VESSEL. 

Date  of 

crossing 

parallel  of 

60°  S. 

LONGITCDE  OF  CBOSSINO  THE  PARALLELS  OF — 

Longitude 

of  crossing  I   Date  of  crossing 
the  equa-        the  equator, 
■tor. 

Days 
from  50°, 
S.  to  the 
equator. 

Days  from 
the  equa- 

50° S. 

40°  S. 

35°  S. 

30°  S. 

25°  S. 

tor  to  San 
Francisco. 

January. 

Long.  W. 
o         / 

Long.  W. 
o        / 

Long.  W. 

o        / 

Long.  W. 
0         / 

Long.  W.    Long.  W.  | 

o        /         o         /  j 

Days. 

Days. 

Hazard    .... 

28, 1851 

77  00 

81  00 

83  00 

84  00 

86  00   109  00  Feb.  21,  1851 

24  .. 

24 

Helena    .... 

28,     " 

78  00 

83  00 

87  00 

91  00 

94  00 

110  00    "      19,     " 

22 

21 

Russell    .... 

8, 1850 

83  00 

83  00 

84  00 

85  00 

89  00 

110  00     "       7, 1850 

30 

37 

Cvgnet    .... 

27,     " 

84  00 

83  00 

79  00 

81  00 

87  00 

111  00     "     26,     " 

80 

29 

E".  C.  Winthrop    . 

31, 1851 

82  00 

86  00 

87  00 

90  00 

92  00|  110  00  Mar.     3,1851 

31 

29 

Potomac       .     .     . 

31,     " 

80  00 

79  00 

79  00 

83  00 

88  00 

111  00     "       3,     " 

31 

82 

Swordfish    .     .     . 

2, 1852 

80  00 

90  00 

94  00 

95  00 

98  00 

110  00  Jan.    21, 1852 

19 

20 

Seaman  .... 

28, 1851 

79  00 

83  00 

88  00 

92  00 

97  00 

118  00  Feb.   20,  1851 

23 

18 

Acasta    .... 

31,     " 

82  00 

86  00 

87  00 

91  00 

92  00 

121  00  Mar.  10,     " 

38 

28 

Trade-AVind     .     . 

13, 1853 

81  00 

87  00 

95  00 

96  00 

99  00 

112  00  Feb.     7,1853 

25 

16 

Contest    .... 

19,     " 

81  00 

82  00 

84  00 

88  00 

91  00 

111  00    "       9,     " 

21 

16 

Tingqua       .     .     . 

27,     " 

80  00 

80  00 

83  00 

85  00 

84  00 

106  00    "      19,     " 

23 

27 

Gray  Feather  .     . 

26,     " 

79  00 

81  00 

84  00 

89  00 

89  00 

110  00     "      18,     " 

23 

25 

Eealm      .... 

2,     « 

83  00 

85  00 

84  00 

88  00 

92  00 

113  00     "       7,     " 

36 

36 

Capitol    .... 

4,     " 

81  00 

77  00 

75  00 

73  00 

77  00 

113  00     "       7,     " 

34 

20 

Golden  Gate     .     . 

29,     " 

79  00 

79  00 

80  00 

81  00 

82  00 

104  00     "      24,     » 

26 

24 

Telegraph    .     .     . 

25,     " 

81  00 

83  00 

85  00 

88  00 

90  OOJ  110  00     "      17;     " 

23 

21 

Samoset  .... 

10, 1851 

78  00 

81  00 

82  00 

86  00 

86  OOj  108  00     "      18,  1851 

39 

27 

Ann  Maria  .     .     . 

Dee.  24,  '53 

83  00 

82  00 

83  00 

87  00 

92  00,  110  00  Jan.    20,1854 

26 

23 

Cyclone  .... 

14,  1854 

82  00 

85  00 

87  00 

94  00 

99  00    115  00  Feb.     5,     " 

21 

20 

Sam'l  Lawrence    . 

Dec.  31, '53 

78  00 

80  00 

86  00 

90  00 

95  00    111  00  Jan.    26,     " 

26 

25 

Golden  City     .     . 

"    26,  " 

79  00 

80  00 

84  00 

89  00 

95  00   114  00;    "      18,     " 

24 

20 

Eagle       .... 

7, 1854 

82  00 

82  00 

87  00 

95  00 

98  00   112  00!    "     28,     " 

21 

19 

Arthur    .... 

9,     " 

80  00 

1  83  00 

88  00 

1  89  00 

93  00   112  00  Feb.     9,     " 

31 

30 

Means      .     .     . 

80  35 

82  06 

84  45 

88  00 

90  35   110  57 

27 

24.4 

662 


THE  WIND  AND  CUKHENT  CHARTS. 


Crossings  in  the  Pacific,  from  50°  S.  to  the  Equator — Continued. 

Date  of 

LONGITUDE  OF  CROSSING  THE  PARALLELS  OF — 

Longitude 

Days 

Days  from 

NAME  OF  VESSEL. 

crossing 

of  crossing    Date  of  crossing 

from  50° 

the  equa- 

parallel  of 

the  equa- 

the equator. 

S.  to  the    tor  to  San 

60°  S. 

50°  S. 

40°  S. 

35°  S. 

30°  s. 

25°  S. 

tor. 

equator. 

Francisco. 

Long.  W. 

Long.  AV. 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W. 

Days. 

Days. 

FEBIHTAny. 

o       / 

o        / 

o       / 

o       / 

0         / 

o         / 

Whiton*      .     .     . 

16, 1847 

80  00'  77  00 

79  00 

80  00 

82   00 

93  00  Mar.  13,  1847 

25 

42 

Geo.  Brown      .     . 

13, 1851 

80  00,  86  00 

88  00 

89  00 

91  00 

105  00     ' 

'      14,  1851 

29 

22 

Whiton   .... 

11, 1819 

84  00    76  00 

74  00 

78  00 

87  00 

109  00 

'      15,  1849 

32 

28 

Samuel  Appleton 

26, 1851 

79  00'  83  00 

88  00 

90  00 

93  00 

109  00 

'      23,  1851 

25 

18 

Uriel*     .... 

28,     " 

78  OO;  82  00 

85  00 

86  00 

90  00 

110  00 

'      30,     " 

30 

34 

Surprise       .     .     . 

8,     " 

79  00   82  00 

83  00 

86  00 

88  00 

110  00 

'        3,     " 

23 

17 

Hannibal     .     .     . 

23, 1850 

95  00   84  00 

89  00 

93  00 

98  00 

115  00 

'      22,  1850 

27 

29 

Southerner  .     .     . 

27, 1851 

80  00   85  00 

90  00 

87  00 

88  00 

117  00 

'      30,  1851 

31 

28 

Newton   .... 

4,     " 

81  00,  80  00 

79  00 

79  00 

85  00 

117  00 

'      10,     " 

34 

26 

Canton    .... 

28,  1850 

85  00   88  00 

89  00 

94  00 

97  00 

118  00     ' 

'      28,  1850 

28 

29 

Lucia  Field       .     . 

5, 1851 

78  00'  83  00 

87  00 

91  00 

95  00 

119  00     ' 

'      19,  1851 

42 

31 

Europe    .... 

17, 1852 

80  00,  78  00 

76  00 

77  00 

81  00 

100  00     ' 

'      17,  1852 

28 

35 

Lantao     .... 

23, 1851 

81  00:  84  00 

88  00 

92  00 

94  00 

118  00 

'      21,  1851 

26 

20 

A.  F.  Jenness*      . 

25, 1853 

80  00    76  00 

73  00 

73  00 

78  00 

100  00  A 

pr.  12,  1853 

46 

54 

Kentucky    .     .     , 

17,     " 

83  00 

96  00 

103  00 

107  00110  00 

113  00 M 

ar.  26,     " 

37 

25 

Golden  West    .     . 

24,     " 

81  00 

77  00 

79  00 

84  00'  89  00 

107  00     ' 

'      24,     " 

28 

23 

John  Bertram  ,     , 

17, 1852 

84  00 

89  00 

94  00 

95  00   96  00 

110  00 

'        8,  1852 

20 

18 

Danube  .... 

18, 1853 

80  00 

82  00 

83  00 

86  00,  91  00 

110  00 

'      23,  1853 

33 

26 

Anna  Kimball 

19,     " 

79  00 

83  00 

83  00 

88  00   92  00 

114  00 

'      22,     " 

31 

22 

Cygnet    .... 

6,     " 

85  00 

84  00 

83  00 

88  OO;  91  00 

109  00 

'        8,     " 

30 

30 

Thos.  Church*      . 

18,     " 

78  00 

79  00 

76  00 

79  00,  81  00 

111  00 

'      30,     " 

48 

46 

Winged  Racer 

13,     " 

82  00 

81  00 

84  00 

89  00   93  00 

106  00    ' 

'       7,     " 

22 

21 

Flying  Childers    . 

19,     " 

81  00 

83  00 

83  00 

86  OO'  92  00 

117  00!    ' 

'      19,     " 

28 

22 

Living  Age      .     . 

8,     " 

79  00 

81  00 

82  00 

87  00,  92  00 

112  oo!  ' 

'      12,     " 

32 

20 

Bald  Eagle  .     .     . 

23,     " 

85  00 

95  00 

99  00 

97  00100  00 

111  OOj    ' 

'      23,     " 

28 

19 

F.  W.  Brune    .     . 

1,     " 

90  00 

95  00 

96  00 

98  00100  00 

107  OOj    ' 

'       2,     " 

2.9 

29 

Storm      .... 

20,     " 

79  00 

82  00 

83  00 

88  OO;  91  00 

110  00     ' 

'     17,     " 

25 

28 

Alboni    .... 

1,     " 

85  00 

94  00 

96  00 

98  00102  00 

114  00;Fe 

b.   27,     " 

26 

30 

Sartelle*      .     .     . 

10, 1852 

80  00 

74  00 

80  00 

81  00,  84  00 

107  00 M 

IV.  10,  1852 

28 

39 

Eoman    ...     . 

24, 1853 

85  00 

91  00 

91  00 

93  00   98  00 

110  32     ' 

'      23,  1853 

26 

25 

Eagle  Wing     .     . 

19, 1854 

78  00 

77  00 

79  00 

83  00,  85  00 

113  00     ' 

'      12,  1854 

21 

23 

Telegraph    .     .     . 

10,     " 

78  00 

77  00 

77  00 

74  00   79  00 

106  00    ' 

'      23,     " 

.  25 

24 

Means      .     .     . 

82  08 

79  34 

80  19 

84  48    91  07 

110  12 

27.2  :     24.9 

1 

*  Not  included  in  the  average. 


KOUTE   TO   CALIFORNIA. 


663 


Crossings  in  the  Pacific,  from  50°  S.  to 

the  Equator — Continued. 

Date  of 

LONGITUDE  OF  CROSSING  THE  PARALLELS  OP — 

Longitnde 

Days    I  Days  from 

NA.MK  OF  VKS8EL. 

crossing 
parallel  of 

of  crossing 
the  equa- 

Date of  crossing 
the  equator. 

from  50° 
8.  to  the 

the  equa- 

tor to  San 

50°  S. 

50°  S. 

40°  s. 

35°  S. 

30°  s. 

25°  S. 

tor. 

equator. 

Francisco. 

Makch. 

Long.  W. 

0         / 

Long.  W. 
o        / 

Long.  W. 
o       / 

Long.  W. 
o       / 

Long.  W. 
o       / 

Long.  W. 
o         / 

Days. 

Days. 

Hurricane    .     .     . 

4, 1852 

81  00 

80  00 

82  00 

85  00   88  00 

103  00 

Mar.  22,1852 

18 

24 

Great  Britain  .     . 

25,     " 

79  00 

81  00 

74  00 

74  00'  78  00 

104  00  Apr.  28,     " 

34 

30 

Sartelle   .... 

2, 1850 

79  00 

80  00 

80  00 

82  00   85  00 

109  00  Mar.  28,  1850 

26 

34 

Howard  .... 

5, 1852 

80  00 

80  00 

80  00 

83  00,  88  00 

110  00,    "      29,  1852 

24 

25 

Wisconsin  .     .     . 

27,     " 

84  00 

83  00 

78  00 

78  OO:  82  00 

106  00  Apr.  22,     " 

26 

30 

Hermann     .     .     . 

27, 1850 

81  00 

76  00 

76  00 

82  001  87  00 

109  OOlMay   11,  1850 

45 

37 

Daniel     .... 

26, 1851 

77  00 

78  00 

77  00 

82  Oo!  87  00 

113  00' Apr.  28,  1851 

33 

33 

Isette       .... 

5, 1850 

84  00 

87  00 

88  00 

90  00   92  00 

no  00>lay   10,1850 

66 

37 

Stag  Hound     .     . 

30, 1851 

79  00 

77  00 

74  00 

75  00   81  00 

113  OOi    "       4,  1851 

34 

21 

Isabelita  Hyne      . 

26,     " 

83  00 

81  00 

83  00 

84  00   88  00 

116  00  Apr.  23,     « 

28 

24 

Maria      .... 

14,     " 

78  00 

77  00 

78  00 

82  oo!  85  00 

117  00 

"      16,     " 

83 

32 

Samuel  Eussell     . 

17, 1850 

84  00 

83  00 

82  00 

81  00 

84  00 

119  00 

"      15,  1850 

29 

20 

Estlier  May      .     . 

31, 1853 

81  00 

91  00 

93  00 

99  00|105  00 

113  00 

"     28,  1853 

28 

33 

John  Holland  .     . 

15,     " 

79  00 

84  00 

83  00 

82  00   84  00 

102  00 

"      16,     " 

32 

24 

liattler    .... 

18,     " 

82  00 

90  00 

90  00 

94  oo',  97  00 

114  00 

"      16,     " 

29 

23 

Golden  Eagle  .     . 

30,     « 

79  00 

90  00 

97  00 

98  00 

103  00 

113  00 

"     20,     " 

21 

19 

Eagle       .... 

8,     " 

87  00 

92  00 

100  00 

103  00 

104  00 

116  00 

"       8,     " 

31 

22 

Tornado  .... 

13,     " 

84  00 

91  00 

99  00 

96  00 

98  00 

118  00 

"      10,     " 

28 

22 

John  Stuart      .     . 

14,     " 

82  00 

94  00 

99  00 

102  00'103  00 

112  00 

"      10,     " 

27 

24 

Celestial  .... 

18,     " 

82  00 

83  00 

84  00 

86  00   91  00 

109  00 

"      15,     " 

28 

23 

Phantom      .     .     . 

13,     " 

84  00 

94  00 

101  00 

105  00106  00 

113  00 

"        6,     " 

24 

15 

Walter  (schr.)  .     . 

11,     " 

81  00 

83  00 

87  00 

89  00|  94  00 

108  00 

9,     « 

29 

25 

Susquehanna    .     . 

29, 1851 

78  00 

80  00 

83  00 

86  00   90  00 

113  00 

May     1,  1851 

33 

30 

Elsinore  .... 

30,     " 

81  00 

85  00 

94  00 

91  00   89  00 

108  00 

"       7,     " 

38 

31 

Courser   .... 

9, 1852 

79  00 

80  00 

83  00 

87  00   92  00 

105  00 

Mar.  28,  1852 

19 

31 

Flying  Cloud  .     . 

17, 1854 

80  00 

88  00 

89  00 

91  00   94  00 

110  00 

Apr.     6,  1854 

20 

15 

Game  Cock       .     . 

9,     » 

79  00 

82  00 

80  00 

79  OOi  82  00    109  00 

5,     " 

26 

16 

Herald  of  Morning 

22,     " 

82  00 

100  00 

103  00 

98  00111  oo:  119  00 

"      16,     " 

24 

20 

Archer    .... 

18,     " 

79  00 

88  00 

91  00 

93  00,  97  00,  112  00 

20 

22 

North  Carolina     . 

11,     " 

79  00 

79  00 

81  00 

79  00   77  00 

95  00 

"      15,     " 

35 

42 

Means      .     .     . 

80  42 

80  41 

85.42 

89  22   93  00   110  06, 

1               1 

28.8 1     26.1 

664 


THE  WIND  AND  CUREKNT  CHARTS. 


Crossings  in  the  Pacific,  from  50°  S.  to  the  Equ 

alor — Continued. 

Date  of 

LONQITUDE  OF  CROSSING  THE  PARALLELS  OF — 

Longitude] 

Days 

Days  from 

najMe  of  vessel. 

crossing 
parallel  of 

of  crossing'  Date 

of  crossing 
equator. 

from  50° 
S.  to  the 

the  equa- 

tlie equa- 

the 

tor  to  Sau 

60°  S. 

50°  S. 

40°  S. 

35°  S. 

30°  S. 

25°  S. 

tor. 

equator. 

Francisco. 

Long.  W. 

Long.  W, 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W. 

Days. 

Days. 

April. 

o         / 

o        / 

0        1 

0        t 

0       / 

0         / 

Ocean  Bird       .     , 

17, 1849 

81  00 

76  00 

78  00 

79  00 

78  00 

99   00 

May 

23, 1849 

.  36 

38 

Anonyma    .     .     . 

25,     " 

78  00 

78  00 

82  00 

86  00 

87  00 

103   00 

u 

23,     " 

28 

34 

Aurora    .     .     .     . 

18,     " 

81  00 

79  00 

73  00 

75  00 

75  00 

110  00 

11 

30,     " 

42 

31 

New  Castle*     .     . 

28,     " 

79  00 

78  00 

74  00 

77  00 

80  00 

109  00  June  11,     " 

44 

54 

F.  Depau     .     .     . 

4, 1850 

78  00 

77  00 

73  00 

74  00 

81  00   113  00 

May 

20,  1850 

46 

27 

Diadem    .     .     .     . 

7,     " 

81  00 

74  00 

74  00   89  00 

82  00   116  00 

U 

22,     " 

45 

36 

Tornado       .     .     . 

24, 1852 

83  00 

80  00 

81  00!  85  00 

88  00   108  00 

" 

18,  1852 

24 

44 

Kate  Hays  .     .     . 

24,     " 

79  00 

76  00 

74  00 

78  00 

82  00    109  00 

June 

3,     " 

40 

32 

Sea  Serpent      .     . 

13, 1853 

81  00 

87  00 

85  00 

85  00 

88  00   102  00 

May 

5,  1853 

22 

27 

A.  Cheseborough 

1,     " 

78  00 

85  00 

88  00 

91  00 

95  00    114  00 

Apr. 

26,     " 

25 

32 

Simoom  .     .     .     . 

12,     " 

88  00 

97  00 

94  00 

91  00 

92  OOl  106  00 

May 

5,     " 

23 

27 

Aldebaran    .     .     . 

1,     " 

85  00 

90  00 

92  00 

98  00 

103  00 

110  00 

Apr. 

27,     " 

26 

35 

Lucknow     .     .     . 

2,     " 

88  00 

99  OOIIO8  00 

105  00 

103  00 

118  00 

May 

6,     " 

34 

28 

Star  of  the  Union 

14,     " 

84  00 

98  00   87  00 

86  00 

88  OOl  106  00 

It 

5,     " 

21 

27 

Astrea     .     .     .     . 

17,     " 

84  00 

89  00    93  00 

96  00 

99  00:  114  00 

11 

19,     " 

32 

37 

Golden  Rover  .     . 

'  15,     " 

86  00 

93  00'  92  00 

90  00 

91  00   109  00 

<i 

7,    " 

22 

33 

Amelia    .     .     .     . 

1,     " 

81  00 

83  00   87  00 

96  00 

107  00   116  00 

Apr. 

28,     " 

27 

26 

Swordfish    .     .     . 

15,     " 

88  00 

91  00   84  00 

84  00 

89  00   114  00 

May 

7,  .  " 

22 

24 

Gov.  Morton    .     . 

17,     " 

84  00 

87  00   89  00 

93  00 

96  00   109  00 

(( 

15,     " 

28 

26 

Huguenot    .     .     . 

Mar.  29, '53 

81  00 

87  00|  92  00 

96  00 

98  OOi  113  00 

Apr. 

19,     " 

20 

26 

Seaman's  Bride     . 

7, 1854 

88  00 

101  00 

96  00 

97  00 

98  00,  117  00 

May 

2,  1854 

25 

21 

Polynesian  .     .     . 

19,     " 

82  00 

88  00 

88  00 

93  00 

95  00:  110  00 

11 

18,     " 

29 

29 

M.  Howes    .     .     . 

7,     " 

86  00 

92  00 

90  00 

90  00 

88  00    114  00 

11 

8,     " 

31 

33 

Means      .     .     . 

81  49 

81  49 

87  00 

90  08 

97  03    110  16 

29.4 

30 

*  Not  included  iu  the  average. 


ROUTE  TO  CALIFORNIA. 


t^65 


Crossings  in  the  Pacific,  from  50°  S.  to  the  Equator — Continued. 

NAME  OF  VESSEL. 

Date  of 

crossing 

parallel  of 

50°  S. 

LONGITUDE  OF  CROSSING  THB  PABALLELS  OF — 

Longitude 

of  crossing'  Date 

of  crossing 
equator. 

Days 
from  60° 
S.  to  the 
equator. 

Days  from 
the  equa- 

60° S. 

40°  S. 

36°  S. 

30°  S. 

25°  S. 

the  equa- 
.     tor. 

the 

tor  to  Sun 
Francisco. 

Mat. 

Long.  W. 
o       / 

Long.  W. 
o        / 

Long.  W. 
o       , 

Long.  W. 
o        / 

Long.  W. 
o       / 

Long.  W. 

Days. 

Days. 

Sweden   .... 

29, 1849 

80   00 

88  00 

89  00 

90  00 

84  00 

102  00  June  26,  1849 

28 

38 

Sherwood    .     .     . 

30, 1851 

81  00 

86  00 

89  00 

91  00 

97  00 

109  OOj    " 

25,  1851 

26 

40 

Ino 

24,     " 

78  00 

81  00 

82  00 

79  00 

82  00 

109  00     " 

19,     " 

26 

34 

Edgar      .... 

29, 1850 

78  00 

77  00 

73  00 

73  00 

78  00 

108  OOJuly 

2,  1850 

84 

39 

Ilenry  Pratt     .     . 

1,     " 

79  00 

80  00 

78  00 

79  00 

84  00 

110  00  June 

7,     " 

37 

41 

Archibald  Grade 

7,     " 

83  00 

86  00 

85  00 

85  00 

87  00 

111  00    " 

11,     " 

35 

36 

Delia 

6, 1851 

87  00 

91  00 

87  00 

84  00 

85  00 

114  00     " 

10, 1851 

35 

34 

Arcole     .... 

5,     " 

84  00 

98  00 

99  00100  00,102  00 

117  OOj  May 

31,  1850 

26- 

30 

Kensington      .     . 

3, 1850 

81  00 

88  00 

88  00 

89  00 

90  00 

123  00  June  24,  1851 

52 

39 

Sea  Serpent      .     . 

8, 1852 

79  00 

78  00 

79  00 

76  00 

76  00 

102  OO!    " 

■6,  1852 

29 

24 

Stag  Hound     .     . 

9,     « 

82  00 

88  00 

88  00 

85  00 

81  00 

100  00     " 

1,     " 

23  - 

82 

Michael  Angelo    . 

31,     " 

86  00 

85  00 

83  00 

82  00 

86  00 

102  00     " 

27,     " 

27 

85 

Eose  Standish  .     . 

19,  1850 

78  00 

81  00 

80  00 

81  00 

87  00 

113  oo!   " 

20,  1850 

32 

44 

Ariana    .... 

23, 1853 

84  00 

82  00 

83  00 

82  00 

84  00 

117  OOJuly 

1,  1853 

39 

40 

Forrest    .... 

9, 1849 

82  00 

84  00 

84  00 

83  00 

82  00 

104  OOJune 

6,  1849 

28 

30 

Wallace       .     .     . 

10, 1852 

81  00 

84  00 

84  00 

82  00 

82  00 

112  00!    " 

13,  1852 

34 

38 

Eastern  State  .     . 

10,     " 

84  00 

82  00 

80  00 

80  00 

85  00 

101  oo;  " 

8,     " 

29 

34 

Stephen  Lurman  . 

24,     " 

84  00 

83  00 

88  00 

88  30 

89  00 

112  oo;  " 

19,     " 

26  - 

34* 

Morgan  Dix     .     . 

10, 1850 

79  00 

80  00 

83  00 

82  00 

83  00 

110  00 

13,  1850 

34 

37 

Gov.  Morton    .     . 

21, 1852 

81  00 

87  00 

89  00 

87  00 

85  00 

102  00 

12,  1852 

22- 

82 

Vandalia      .     .     . 

1,  1850 

83  00 

86  00 

87  00 

87  00 

88  00 

108  00 

2,  1850 

32 

84 

Stag  Hound      .     . 

1, 1853 

78  00 

78  00 

79  00 

79  00 

79  00 

116  00 

5,  1853 

35 

26- 

Surprise  .... 

20,     " 

84  00 

85  00 

88  00 

91  00 

99  00 

111  00 

7,     " 

18  - 

32 

Empress  of  the  Seas 

20,     " 

85  00 

84  00 

85  00 

86  00 

91  00 

116  oo;  " 

10,     " 

21- 

82 

Houqua  .     .     .     . 

24,     " 

83  00 

86  00 

91  00 

98  00 

101  00 

115  00,    " 

21,     " 

28 

24 

Paragon  .... 

21,     " 

80  00 

83  00 

88  00 

87  00 

86  00 

113  00    " 

18,     " 

37 

42 

Parthian       .     .     . 

26,     " 

81  00 

83  00 

84  00 

82  00 

88  00 

110  00     " 

25,     " 

30 

28 

Climax    .... 

27,     " 

79  00 

80  00 

81  00 

81  00 

86  00 

107  00     " 

24,     " 

28 

27 

Sirocco    .... 

13,     " 

80  00 

77  00 

75  00 

78  00 

81  00 

111  OOi    " 

11,     " 

29 

29 

New  Yorlv  .     .     . 

4,     " 

80  00 

86  00 

87  00 

86  00 

85  00 

107  OOi    " 

3,     " 

30 

35 

Archer    .... 

1'8,     " 

84  00 

92  00 

93  00 

95  00 

99  00 

115  00'    " 

8,     " 

21- 

87 

Roscoe    .... 

24,     " 

82  00 

80  00 

82  00 

80  00 

82  00 

110  00 

11 

27,     " 

84 

27 

Herculean    .     .     . 

6,     " 

80  00 

85  00 

85  00 

83  00 

83  00 

109  00 

11 

8,     " 

83 

45 

Robert  Harding   . 

24,     " 

77  00 

81  00 

83  00 

80  00 

90  00 

116  oo:  " 

28,     " 

35 

89 

Seaman's  Bride    . 

24,     " 

81  00 

83  00 

83  00 

88  00 

92  00 

115  00;  " 

19,     " 

26- 

29 

Lantao     .... 

26,     " 

79  00 

80  00 

81  00 

80  00 

78  00 

106  00 

11 

23,     " 

28 

80 

Hampton     .     .     . 

24,     " 

79  00 

80  00 

79  00 

77  00 

76  00 

102  00 

(1 

29,     " 

36 

40 

Hugh  Birckhead  . 

20,     " 

79  00 

78  00 

78  00 

81  00 

86  00 

109  00 

11 

17,     " 

28 

33 

C  L.  Bevan      .     . 

3,     " 

78  00 

82  00 

84  00 

85  00 

87  00 

103  00 

u 

2,     " 

30 

46 

Storm  King      .     . 

26,     " 

79  00 

79  00 

79  00 

76  00 

77  00 

106  OOJuly 

3,     " 

37 

24 

Santiago       .     .     . 

26,     " 

80  00 

80  00 

82  00 

82  00 

88  00 

113  OOJune 

26,     " 

30 

32 

Cynthia  .... 

8, 1854 

84  00 

86  00 

91  00 

89  00 

91  00 

110  00     " 

8,  1854 

31 

53 

R.  B.  Forbes    .     . 

24,     " 

86  00 

87  00 

86  00 

89  00 

92  00 

114  00    " 

25,     " 

81 

31 

Means      .     .     . 

81  38 

84  47 

86  39 

88  13 

90  34 

109  54, 

1 

30.4 

81.6 

*  San  Diego. 


84 


666 


TUE  WIND  AND  CURRENT  CHARTS. 


. 

Crossings  in  the  Pacific,  from  5 

3°  S.  to  the  Equ 

alor — Continued. 

Date  of 

LONOirUDE  OF  CROSSING  THI 

pahallels  of —   I  Longitude 

Days 

Days  from 

NAME  OF  VESSEL. 

crossing 

parallel  of 

50°  S. 

; 

uf  crossing!  Date  of  crossing 
the  cqua-        the  equator, 
tor.       ] 

from  50°! 
S.  to  the  I 
equator,  j 

the  equa- 

50° S. 

40°  s. 

1 

35°  S. 

30°  S.    1    25°  S. 

tor  to  San 
Francisco. 

Long.  W. 
X                   or 

.JUNE.          1 

Long.  W. 

Long.  W. 
o        / 

Long.  W.I  Long.  W.   Long.  W.  | 

o        '  1     °        '  i       °         '  j 

Days,    i 

Days. 

Gazelle    .... 

7, 1849    80  00, 

80  00 

80  00 

82  00(  84  00    106  00  July     9,  1849 

32 

30 

Clarissa  Perkins   . 

24,     " 

78    00; 

82  00 

81  00 

81  00!  83  00   114  00     "      30,     " 

36 

43 

Venice     .... 

6, 1850 

80  00    80  00 

79  00 

80  OO:  80  00|  115  00     "      14,  1850 

38 

30 

Sarali  and  Eliza    . 

26, 1849 

82  00    81  00 

76  00 

76  00|  85  00]  114  00  Aug.  12,  1849 

47 

36 

Kaduga  .... 

26,  1851    81  30   80  00 

78  00, 

78  OOj  76  OOi  118  00 July  28,  1851 

32 

25 

Sheridan      .     .     . 

1, 1850  j  80  00;  84  00 

90  00! 

92  00;  90  OOl  118  001    "        2,  1850 
91  OO!  95  OOi  122  00    "      24,  1851 

31 

28 

Tartar     .... 

29, 1851 !  82  OO;  85  00 

86  OO' 

25 

30 

T.  E.  Wales     .     . 

3, 1852  \  81  00   83  00 

83  00 

85  OOi  90  00,  103  00 

"       3,  1852 

30 

33 

Louisa  Bliss     .     . 

1, 1850  '  79  00 

75  00 

72  00 

74  00' 

77  00     99  00 

"        8,  1850 

37 

52 

Empire    .... 

5, 1852  :  78  00 

38  00 

93  00 

95  00 

99  00    102  00     "       8, 1852 

83 

36 

Cohota    .... 

23,  1850    84  00 

89  00 

91  00 

96  00 

95  OOi  110  00     "      19,  1850 

26 

23 

Horsburgh  .     .     . 

4,1852    79  00 

77  00 

77  00 

80  00 

84  00     98  OOiJune  29,  1852 

25 

35     • 

North  American  . 

26,     "       80  00 

76  00 

74  00 

76  00!  79  00'  101  00  July  28,     " 

32 

38 

E.  C.  Winthrop    . 

9,     "     1  78  00 

82  00 

86  00 

91  00!  93  00'  104  00 

"      12,     " 

33 

33 

Abbott    .... 

15,     " 

81  00 

78  00 

78  00 

80  00'  84  OOi  112  00 

"      22,  1853 

37 

40 

Competitor  .     .     . 

2, 1853 

79  00 

89  00 

94  00 

96  OOl  99  00 

112   00 

June  23,     " 

21 

26 

Hornet    .... 

28,     " 

79  00 

87  00 

92  00 

95  OOi  102  00 

113   00 

July  23,     " 

25 

20 

St.  Lawrence    .     . 

1,     " 

79  00 

86  00 

91  00 

92  OOi  98  00 

116   00 

June  25,     " 

24 

41 

White  Squall  .     . 

8, 1852 

78  00 

79  00 

79  00 

80  00,  82  00 

100  00 

July     2,  1S52 

24 

26 

Harriet  Ploxie 

4,     " 

77  30 

78  00 

72  00 

76  OOI  84  00 

103  00 

6,     " 

32 

28 

Sarah  Boyd      .     . 

6, 1850 

78  00 

80  00 

80  00 

83  00;  85  00 

115  00 

"      15,  1850 

39    ' 

82 

John  Land  .     .     . 

29, 1853 

86  00 

93  00 

95  00102  00 

103  00 

113  00 

"      25,  1853 

26 

31 

Flying  Eagle    .     . 

6,     " 

82  00 

94  00 

99  00 

101  00jl06  00 

114  00 

"       7,     " 

31 

34 

Eliza  Thornton*  . 

May  29,  '53 

79  00 

84  00 

84  30 

87  OOj  90  00 

117  00 

"       9,     " 

41 

42 

Benj.  Howard  .     . 

1,  1853 

81  00 

89  OOi  95  00 

99  00 

105  00 

120  00     "        6,     " 

34 

84 

Cleopatra     .     .     . 

30,     " 

86  00 

89  00 

87  00 

82  00 

87  00 

122  OOiAug.    3,     " 

34 

27 

Surprise       .     .     . 

82  00 

94  00 

95  00 

93  00 

90  00 

112  OOJune  30,  1854 

1                              ' 

25 

32 

Means      .     .     . 

80  32 

84  11 

86  34 

89  06 

92  09 

110  36 

31 

32.2 

St.  Patrick   .     .     . 

.TULY. 

19, 1850 

81  00 

90  00 

92  00 

93  00 

95  00 

115  00 

Aug.  14,  1850 

26 

30 

Isaac  Allerton 

17,     " 

81  00 

93  00 

96  00 

97  00 

99  OOi  111  OOi    "      13,     " 

27 

34 

Caroline  .... 

15,     " 

81  00 

82  00 

86  00 

88  00 

93  00 

113    00;     "       11,      " 

27 

84 

N.  B.  Palmer   .     . 

10, 1851 !  86  00 

88  00 

89  00 

91  OOi  93  00 

114  00 

2,  1851 

22 

19 

Witchof  the  Wave 

27,     "     '  83  00 

85  00 

86  00 

87  OOi  88  00 

115  00 

"      18,     " 

22 

32 

Finland  .... 

2, 1850    89  00 

104  00 

106  00 

108  00  114  00 

117  00 

6,  1850 

35 

42 

Flying  Cloud   .     . 

26, 1851 1  81  00 

90  00 

94  00 

96  00 101  00 

124  00 

"      12,  1851 

17 

19 

Staffordshire     .     . 

8, 1852  '  79  00 

85  OO!  86  00 

87  00 1  94  00 

110  00     "      25,  1852 

1     48 

18 

Victory  .... 

2,  1853 

84  00 

90  00'  88  00 

83  00   90  00 

113  00     '=        2,  1853 

31 

32 

N.  B.  Palmerf      . 

30,  1852 

79  00 

78  00 

73  00 

73  00|  81  00 

111  00 Sept.    7,  1852 

39 

22 

Channing     .     .     . 

5, 1853 

85  00 

86  00 

88  00 

91  00 

115  00,Aug.    9,  1853 

34 

35 

Oxnard    .... 

5,     " 

79  00 

84  00 

85  00 

89  00 

93  00 

116  OOi    "        8,     " 

33 

34 

J.  H.  Shepherd     . 

.June30,'53 

85  00 

94  00!  93  00 

98  OOIIO2  00 

114  00.!    "        1,     " 

32 

43 

Amazon  .... 

5,  1853 

b6  00 

92  00!  95  00 

97  OOllOO  00 

121  00     "        4,     " 

85 

42 

Levanter      .     .     . 

30,     " 

81  00 

95  00 

94  00 

95  00il05  00 

117  00:    "     26,     " 

27 

32 

Lin wood      .     .     . 

12,     " 

83  OOi  88  00 

85  00 

90  00 

97  00 

117    00:     "          9,       " 

28 

26 

Mary  Annah    .     . 

3,     " 

83  OOi  87  00 

82  00 

88  00 

93  00 

116  OOi    "       9,     " 

38 

38 

Hi;;hflyer     .     .     . 

9,     " 

82  00 

87  00,  87  00 

90  00 

95  00 

117  00,    "       4,     " 

1     27 

29 

White  Sqnall  .     . 

22,     " 

81  00 

80  00 

79  00 

81  00 

82  00 

110  00     "      13,     " 

,     22 

22 

Celestial  Empire  . 

[15,     " 

79  00 

81  00 

83  00 

88  OOj  94  00 

117  OOl    "      21,     " 

i     ''' 

31 

Means      .    .    . 

81  06    87  54 

j 

88  25 

90  20i  95  00!  Ho  10 

1             1 

29.4 

30.1 

*  Via  St.  Catharine's:  not  included  in  the  OTcrnge. 


•}•  Touclicd  at  Yalparaiao. 


BODTK  TO  CALIFORNIA. 


667 


Crossings  in  the  Pacific,  from  50°  S.  to  the  E'luator — Continued. 


NAME  OF  TESSEL. 


Chatham      .     . 
Templeton  .     . 
Lady  Arabella 
Virginia       .     . 
Copeland     .     . 
Carioca    .     .     . 
Union     ,     .     . 
Southerner  .     , 
Witch  of  the  "Wave 
Eliza  Mallory  . 
Samoset  .     .     . 
Union     .     .     . 
Messenger    .     . 
Flying  Dutchman 
Greenwich   .     . 
Young  America 
Atalanta      .     . 
£.  C.  Sronton  . 
Harrisburg  . 
Belle  of  the  West 
Anglo-Saxon   . 
West  AVind     . 
Cyane      .     .     . 
Avondale     .     . 
Reindeer      .     . 
Golden  State    . 


Means 


Angelique   .  . 

^Mermaid      .  . 

Telegraph    .  . 

Celestial       .  . 
Thomas  Perkins 

Eagle      .     .  . 

Carrington  .  . 

Gertrude      .  . 

Cohota    .     .  . 

Albany  .     .  . 

John  Bertram  . 

Kubicon  .     .  . 

Horsbnrgh  .  . 

Kate  Hays  .  . 
AVinfield  Scott 

Windward  .  . 

Whistler      .  . 

F.  P.  Sage    .  . 

Wild-Duck  . 

Sandusky    .  . 

Sunbeam     .  . 


Date  of 

crossing 
parallel  of 

60°  S. 


lONGlTUDE  OF  CBOSSINQ  THE  PABALLELS  OF- 


60°  S. 


40°  S. 


ACGCST. 

22. 1849 

11. 1850 
o,     " 

5      " 
16,'  1852 
10,     " 


10, 

5, 

28, 

11, 

11, 

11, 

3, 

20, 1853 

31, 

11, 

3, 

19, 

19, 

10, 

20, 

1, 

17, 

7, 

18, 

10, 

Means 


SEPTEMBER. 

25. 1849 

2. 1851 

27,  " 

24. 1850 

29. 1849 

28,  1851 

13. 1850 
16,     " 

8. 1852 
8,     " 

11,1853 
4,     " 
12, 

li, 

22, 

11, 
24, 

15, 
28, 

7, 
22, 


Long.  W.lLong.  W. 
o        /        o        / 


78  00 
84  00 

83  00 

84  00 
87  00, 
84  00 
84  00 

79  00 
83  00 

82  00 

83  00 
86  00 
83  00 
86  00 

80  00 
83  00 
80  00 


35°  S. 


30°  S. 


81 

79 


OOi 
00' 


82  00 
88  00 
78  00 
81  00 
86  00 
80  00 
80  00 


82  25 


78  00 
87  00 

83  00 

90  00 
87  00; 
85  00! 
85  00 
78  00 
82  00 ' 
85  00'' 
82  00! 
85  00 1 
87  00; 

91  oo! 
85  00 
85  00 
91  00 

89  00 
S6  00 

84  00 
91  00 
91  00 

85  00 

90  00 
80  00 
84  00 


85  41 


79  00, 

80  00| 

81  00, 

84  00 

79  00 ; 

85  00 ! 
83  00  i 

83  00 

80  00 

79  00 

86  00 

80  00 

81  00 

82  00 
81  00 

84  00 
81  00 

83  00 

84  00 
81  00 
80  00 


[jOng.  W. 

o  / 

78  00 

86  00 

81  00 
93  00 

88  00 

87  00 
85  30 
75  00 
80  00 

84  00 

83  00 

85  00 

82  oo! 
93  00, 

90  00 
93  00 

89  00 
92  00 
89  00 
89  00 
96  00 

91  00 

92  00 
91  00 

79  00 

84  00 


86  46 


81  48 


79  00 

85  00 
82  00 
90  00 
78  00 
88  00 
88  00 
90  00 

86  00 

87  00 
87  00 

85  00 

81  00 
78  00 

82  00 
84  00 

82  00 

86  00; 

83  oo! 
82  OOi 

80  00 


74 


Long.  W. 

o  / 

80  00 

90  00 
86  00 

96  00 
89  00 

86  00 

87  00 
75  00 
79  00 

86  00 

87  00 
87  00 

79  00 
99  00 
98  00 
98  00 

91  00 
98  00 
95  00 
93  00 

97  00 

91  00 
97  00 

92  00 

80  00 
87  00 


25°  S. 


89  20 


00 

87  00 
82  00 
90  00 
77  00 
89  00 

88  00 
93  OOI  95  00 


75  00 
88  00 
81  00 
91  00 
80  00 
90  00 
88  00 


Long.  W. 

o  I 

81  00 

91  00 

93  00 

100  00 
91  00 
88  00 
88  00 

79  00 

86  00 

88  00 

91  00 

89  00 

80  00 

101  00 
105  00 

100  00 
96  00 

101  00 
96  00 

98  00 

99  00 

92  00 
101  00 

96  00 

87  00 
91  00 


Longitude 
of  criissing 
the  equa- 
tor. 


Date  of  craesing 
the  equator. 


92  19 


88  00! 

89  oo! 

89  00' 

80  oo! 

82  oo; 

75  00! 

85  00| 

86  00! 
86  OOI 

90  OO! 

81  00 

83  oo! 
83  oo! 


88  00 

89  00 

90  00 
80  00 
79  00 
77  00 

91  00| 
84  00 
91  00 
94  00 
88  00 


78  00 
91  00 
84  00 
96  00 
86  00 
90  00 
90  00 
100  00 

89  00 

90  00 
93  00 

83  00 
82  00 

84  00 
96  00 
86  00 
93  00 
96  00 
96  00 


Long.  W. 
o   / 

99  00  Sept. 
113  00|  " 
113  OOi  " 

113  00!  " 

104  oo!  " 

101  00'  " 

101  00  Aug. 

111  OOlSept. 

114  00 
108  00 
107  00 
101  00 
103  00 
119  00 
116  00 
110  00 

115  00 

112  00 
112  00 
112  00 
121  00 
112  00 

116  00 

112  00 

113  00 
112  00 


Aug. 


Sept. 

u 
II 

Aug. 
Sept. 


110  37 


00 
00 
00 
00 
00 
00 


Aug, 
Sept, 


22,  1849 
10,  1850 

4,  " 
2,  " 

7,  1852 

6,  " 
31,  " 

15,  " 
21,  " 
10,  " 

5,  " 
81,  " 
29,  " 

8,  1853 

16,  " 

7,  " 
28,  " 

17,  " 
20,  " 

5,  " 

18,  " 
24,  " 
12,  " 
30',  " 
17,  1854 

4,  " 


Oct. 

Sept. 

Oct. 
11 


85  00  86  00 
91  00  93  00 


99  00 
106  00 
110 
115 
111 
115 
115 
116 

105  00 
101  00 
114  00 

114  00 

109  OO'Oct. 

110  00!Nov. 

115  CO  Oct. 

116  00'  " 
109  00  " 
116  00.  " 

115  00:   " 

114  OOi  " 

115  OO'Nov. 


Sept. 


29,  1849 
21,  1851 
22  " 
ll]  1850 
25,  1849 
20,  1851 

5,  1850 
8,  " 

6,  1852 

6,  " 
29,  1853 
12,  " 

7,  " 

6, 
29, 

4, 
31, 
18, 
21, 

5, 

3, 


Days  I  Days  from 
from  50°  I  the  equa- 
S.  to  the  tor  to  San 
equator.    Francisco. 


Days. 

81 
80 
30 
28 
22 
27 
21 
41 
24 
30 
25 
20 
26 
19 
26 
18 
25 
80 
82 
19 
29 
24 
26 
23 
30 
25 


26.2 


34 
19 
25 

18 
26 
22 
22 
22 
28 
28 
18 
87 
24 
85 
87 
22 
87 
31 
27 
28 
42 


83  57  84  22  86  20  90  00  111  14 


27.7 


Days. 

89 
27 
33 
33 
39 
41 
28 
34 
27 
37 
42 
28 
34 
28 
27 
22 
40 
39 
89 
24 
23 
84 
32 
29 
88 
24 

32.4 


44 
27 
23 
20 
26 
28 
26 
30 
26 
38 
24 
32 
34 
21 
28 
29 
24 
34 
24 
34 
24 

28.4 


668 


THE  WIND  AND  CURRENT   CHARTS. 


Crossings  in  the  Pacific,  from  5 

0°  S.  to  the  Equator— CouWn-aeA. 

Date  of 

LONGITUDE  OF  CROSSING  THI 

!  PARALLELS  OF 

Longitude 

Days 

Days  from 

NAME  OF  VESSEL. 

crossing 
parallel  of 



of  crossing 
the  equa- 

Date of  cros.sing 
the  equator. 

from  60° 
S.  to  the 

the  equa- 
tor to  Sun 

50°  S. 

50°  S. 

40°  S. 

35°  s. 

30°  S. 

25°  S. 

tor. 

equator. 

Francisco. 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W. 

Long.  W. 

Days. 

Days. 

October 

o        / 

o        / 

0         / 

o       / 

o       / 

o         / 

Sea  Witch  .     ,     . 

5, 1851 

79  00 

84  00 

86  00 

85  00 

86  00 

101  00  Oct.    27,  1851 

22 

23 

Boston    .... 

23, 1849 

80  00 

78  00 

75  00 

74  00 

78  00 

106  OOiNov.  27,  1849 

31 

40    ., 

Eaven     .... 

5, 1851 

79  00 

81  00 

84  00 

85  00 

85  00   112  OOJOct.    29,  185l| 

24 

20 

Talbot     .... 

13, 1850 

82  00 

82  00 

83  00 

85  00 

88  00    115  00 

Nov.  12, 1850 

29 

31 

Valparaiso  .     .     . 

1,  1851 

84  00 

83  00 

86  00 

86  00 

91  00    115  00 

"        2,  1851 

32 

30 

Samuel  Russell     . 

27, 1852 

82  00 

83  00 

83  00 

83  00 

85  00 

101  00 

"      17,  1852 

21 

21 

Winged  Arrow     . 

15,     " 

83  00 

81   00 

85  00 

90  00 

93  00 

115  00 

"       4,     " 

20 

23 

Sea  Witch  .     .     . 

29,     " 

79  00 

86"  00 

84  00 

87  00 

93  00 

114  00 

"      21,     " 

23 

18 

Typhoon      .     .     .' 

6, 1851 

78  00 

83  00 

86  00 

84  00 

86  00 

115  00 

Oct.    31,  1851 

25 

18 

Raven     .... 

13, 1852 

80  00 

82  00 

81  00 

85  00 

88  00 

105  00 

Nov.    3,  1852 

21 

26 

Seaman   .... 

19,     " 

77  00 

78  00 

78  00 

79  00 

84  00 

109  00 

"      13,     " 

25 

26 

Sover'gn  of  the  Seas 

1,     " 

78  00 

86  00 

98  00 

100  00 

109  00 

120  00 

Oct.    28,     " 

27 

17 

Matilda   .... 

22,     " 

79  00 

82  00 

82  00 

84  00 

89  00 

108  00 

Nov.  27,     " 

36 

25 

Seaman  .... 

18,     " 

77  00 

78  00 

78  00 

80  00 

84  00 

109  00 

"      13,     " 

26 

26 

Defiance       .     .     . 

15,     " 

83  00 

79  00 

83  00 

86  00 

89  00 

105  00 

a          7       a 

23 

25 

Comet      .... 

21, 1853 

84  00 

86  00 

87  00 

89  00 

90  00 

116  00 

"      15.  1853 

25 

25 

Trade-Wind     .     . 

24,     " 

85  00 

93  00 

93  00 

90  00 

91  00 

115  00 

"      16,     " 

23 

24 

Mandarin     .     .     . 

22,     " 

83  00 

86  00 

87  00 

84  00 

86  00 

112  00 

"      19,     " 

27 

22 

Hurricane    .     .     . 

21,     " 

83  00 

78  00 

80  00 

81  00 

84  00 

114  00 

"      18,     " 

27 

22 

North  Wind     .     . 

22,     " 

78  00 

83  00 

81  00 

81  00 

86  00 

115  00 

"      21,     " 

29 

22 

AVitchoftheWave 

24,     " 

87  00 

94  00 

97  00 

96  00 

95  00 

115  00 

"      14,     " 

21 

26 

Raven     .... 

26,     " 

83  00 

88  00 

87  00 

87  00 

90  00 

109  00 

"      16,     " 

22 

25 

Arab 

26,     " 

84  00 
84  00 

86  00 
83  00 

85  00 
82  00 

87  00 
84  00 

92  00 

88  00 

114  00 

"      9A      " 

28 
27 

42 

Wisconsin   .     .     . 

27,     " 

112  00;    "      24,     " 

27 

Hero*      .... 

Sep.  22,  '53 

83  00 

84  00 

83  00 

90  00 

96  00 

114  00 

Oct.    27,     " 

34 

29 

Means      .     .     . 

81  19 

83  27 

84  87 

84  45 

88  45 

111  20 

25.6 

25.1 

November. 

Ilorton    .... 

11, 1850 

80  00 

78  00 

75  00 

80  00 

86  00 

109  00 

Dec.   23,1850 

42 

33 

Comet     .... 

28, 1851 

84  00 

90  00 

89  00 

92  00 

94  00 

117  00 

"      28,  1851 

30 

16 

Wessacumcon  .     . 

16,  1852 

83  00 

81  00 

84  00 

86  00 

88  00 

100  00 

"      16,  1852 

30 

27 

Delegate       .     .     . 

22,     " 

82  00 

83  00 

84  00 

86  00 

88  00 

106  00 

"      15,     " 

23 

24 

Raduga   .... 

12,     " 

80  00 

82  00 

80  00 

76  00 

79  00 

108  00 

"        9,     " 

27 

26 

Clias.  Mallory  .     . 

24,     " 

89  00 

85  00 

85  00 

85  00 

87  00 

108  00 

"     17,     " 

23 

24 

Malay      .... 

26,     " 

87  00 

88  00 

87  00 

86  00 

87  00 

106  00 

"      16,     " 

20 

25 

Golden  City      .     . 

22,     " 

81  00 

88  00 

88  00 

92  00 

97  00 

115  00 

"      16,     " 

24 

18 

Arcole     .... 

13,     " 

79  00 

78  00 

76  00 

74  00 

78  00 

96  00 

"       8,     " 

25 

25 

John  Wade      .     . 

29, 1851 

86  00 

81  00 

82  00 

86  00 

92  00 

108  00 

"     22,  1851 

23 

22 

Senator   .... 

26, 1852 

81  00 

85  00 

85  00 

90  00 

96  00 

111  00 

"     25,  1852 

29 

34 

John  Wade      .     . 

22,     " 

83  00 

89  00 

90  00 

91  00 

94  00 

110  00 

"      15,     " 

23 

23 

Monsoon      .     .     . 

13,     " 

80  00 

82  00 

80  00 

76  00 

81  00 

104  00 

"        6,     " 

23 

25 

Thos.W.  Sears     . 

24,     " 

86  00 

84  00 

83  00 

84  00 

87  00 

113  00 

"      21,     " 

27 

23 

John  Wade      .     . 

2, 1853 

97  00 

102  00 

105  00 

110  00 

112  00 

117  00 

Nov.  27,  1853 

24 

24 

Unknown    .     .     . 

28,     " 

79  00 

78  00 

'  82  00 

85  00 

91  00 

113  OOlDec.   19,     " 

20 

21 

Wizard  .... 

6,     " 

86  00 

88  00 

92  00 

96  00 

102  00 

116  00 

Nov.  27,     " 

21 

22 

Means      .     .     . 

83  21 

84  49 

87  32 

86  11 

90  31 

109  14 

24.2 

23.8 

*  Not  included  in  the  average. 


ROUTE  TO  CALIFOBNU. 


669 


Crossings  in  the  Pacific,  from  60°  S.  to  the  ^^(^Mator— Continued. 

Date  of 

lONQITUDE  OF  CROSSl.VO  THE  PABALtEU  OP — 

Longitude 

Days 
from  20° 

Days  from 

KAME  OF  VESSEL. 

crossing 
parallel  of 

of  crossing 
the  equa- 

Date of  crassing 
the  equator. 

8.  to  the 
equator. 

the  equa- 
tor to  San 

50°  S. 

50O  S.         40°  S. 

35°  S. 

300  8. 

250  8. 

tor. 

Francisco. 

DECEMBRr. 

Long.  W.  Long.  W 
o        /        o        / 

Long.  W 

o        1 

Long.  W.  Long.  W. 
o       /       o       / 

Long.  W. 
0          / 

Days. 

Days. 

Golden  Gate     .     . 

20, 1851 

83  00   82  00 

82  00 

82  00   85  00 

106  OOJan. 

12,  1852 

23 

23 

John  Jay     .     .     . 

30,  1849 

79  00[  78  00 

74  00 

74  00   78  00 

105  OOFeb. 

6,  1850 

37 

37 

Ambassador     .     . 

19,     " 

78  OO'  78  00 

81  00 

85  00;  87  00 

113  OOi    " 

26,     " 

38 

32 

Tigress    .... 

2, 1850 

82  00:  80  00 

80  00 

81  OOj  85  00 

114  00  .June 

1,     " 

* 

33 

Flying  Fish      .     . 

31,  1851 

79  00;  79  00 

83  00 

89  OOi  93  00 

120  00  Jan. 

22,  1852 

22 

23 

White  Squall  .   '. 

1,  1850 

81  00   80  00 

79  00   82  OOJ  83  00 

118  00  Dec. 

24,  1850 

23 

14 

Westward-Ho  .     . 

20, 1852 

79  00   82  00 

82  00   86  00   92  00'  122  OO^Jan, 

13,  1853 

24 

18 

Comet     .... 

4,     " 

84  OOJ  89  00 

89  00   90  OO'  95  00   114  00 

Dec. 

27,  1852 

23 

20 

Flying  Dutchman 

22,     " 

89  00   93  00 

93  00   95  00 100  00,  110  00 

Jan. 

10,  1853 

19 

16 

Revere    .... 

4,     « 

84  00   87  00 

86  00!  87  00   92  00   109  00 

11 

2,     " 

29 

27 

Flying  Fish      .     . 

25,     " 

80  OO!  79  00 

82  OO!  87  00   92  OOi  112  00 

11 

13,     " 

19 

18 

John  Gilpin      .     . 

26,     " 

84  00   80  00 

82  OOi  87  00   91  OOi  116  00 

II 

15,     " 

20 

15 

Wild  Pigeon    .     . 

25,     " 

85  OO;  81  00 

82  OOJ  86  00   91  00   111  00 

II 

13,     " 

19 

26 

Adelaide      .     .     . 

28,     " 

78  00|  77  00 

79  00   79  00   79  00 

104  00 

Feb. 

5,     " 

39 

35 

Anstiss    .... 

28,     " 

79  00:  79  00 

80  OO!  82  00   86  00    110  00 

Jan. 

22,     « 

25 

25 

Westward  IIo  .     . 

21,     " 

82  00,  82  00 

82  OO:  86  00   91  00,  120  00 

11 

12,     " 

23 

19 

Manchester       ,     . 

1,     " 

81  00   78  00 

74  OO;  79  00   84  00    107  00 

11 

5,     " 

23 

26 

Franconian       .     . 

25,     " 

83  00;  79  00 

81  00;  83  00   88  00 

113  00 

11 

20,     " 

26 

26 

Morning  Light 

22, 1853 

83  OO;  82  00 

83  00!  84  OO;  90  00, 

113  00 

II 

17,  1854 

25 

23 

Ringleader  .     .     . 

24,     " 

80  00   81  00 

83  00^  83  OO'  85  00 

110  00 

11 

15,     " 

21 

26 

Skylark       .     .     . 

1.     " 

78  00'  84  00 

87  OOj  89  00   90  00 

114  00 

Dec. 

25,  1853 

25 

21 

KB.  Palmer   .     . 

10,     " 

80  00'  82  00 

86  00'  88  00:  93  00 

112  00 

Jan. 

1,  1854 

22 

26 

Onward  .... 

7,     " 

80  00   82  00   85  00'  87  OO'  95  OO'  113  00 

11 

4,     " 

28 

21 

Winged  Arrow    . 

2,     " 

78  00]  83  00 

86  OOj  87  OO:  93  OOj  118  00 

Dec. 

27,  1853 

26 

18 

Bald  Eagle  .     .     . 

13,     « 

81  00,  85  00 

85  00   86  OOl  90  00   113  00 

Jan. 

4,  1854 

22 

21 

Sam'l. Russell  .     . 

8,     " 

81  00   81  00   82  OO!  84  00'  87  OO!  117  00 

Dec. 

31,  1853 

23 

20 

Parthenon    .     .     . 

14,     « 

81  00!  81  00.  81  00   84  00   91  OOi  113  00 

Jan. 

8,  1854 

25 

31 

Eureka    .... 

24,     " 

86  OO!  83  00   84  00 

1             1 

84  00   87  00    110  00 

11 

15,     " 

22 

21 

81  21    81  40'  82  36 

84  40   89  02 

112  45 

24.8 

23.3 

Now,  let  us  examine  these  crossings  by  the  month.  From  the  United  States  to  the  line,  and  thence 
clear  of  St.  Roque,  the  table  of  crossings  (pp.  456-67)  has  been  given.  It  shows  the  average  time  to  the 
parallel  of  St.  Roque  for  each  month,  and  the  actual  time  by  each  ship. 

The  table  of  Cape  Horn  crossings  (pp.  617-22)  shows  the  time  from  the  parallel  of  St.  Roque ;  also  for 
each  ship  arranged  according  to  the  month  to  the  parallel  of  50°  south  in  the  Atlantic;  also  the  time 
occupied  in  the  passage  thence  around  Cape  Horn  to  the  same  parallel  in  the  Pacific. 

The  tables  under  discussion  show  the  time  from  50°  south  in  the  Pacific  to  the  line,  and  thence  to 
California ;  likewise  for  each  vessel  in  detail,  and  every  month  by  the  average. 

Now,  from  the  United  States  to  the  parallel  of  St.  Roque,  the  average  distance  is  about  4,500  miles, 
and  the  average  time  for  January  31  days,  with  a  mean  daily  distance  of  133  miles  per  vessel. 

From  St.  Roque  to  the  parallel  of  50°  south  in  the  Atlantic,  the  average  distance  is  2,900  miles,  and 
the  average  time  in  January  is  24J  days,  with  a  mean  daily  distance  of  118  miles  per  vessel. 


Q7(J  THE  WIND  AND  CURRENT  CHARTS. 

From  the  parallel  of  50°  south,  ia  the  Atlantic,  around  the  Horn  to  the  same  parallel  in  the  Pacific, 
the  averao-e  distance  is  1,400  miles;  the  average  time  for  January  is  16  days,  with  a  mean  daily  distance 
of  nearly  90  miles  per  vessel  for  that  month. 

From  50°  south,  in  the  Pacific,  to  the  line,  the  average  distance  is  3,500  miles;  the  average  time  in 
January  27  days,  and  the  mean  daily  distance  by  straight  lines  from  noon  to  noon  is  130  miles  per  vessel. 

From  the  line  to  San  Francisco,  the  average  distance  is  about  3,000  miles ;  the  average  time  in 
January  24  days  (one  day  less  than  it  was  last  year),  and  the  mean  daily  distance  125  miles. 

Now,  with  this  statement  as  to  the  distance  from  crossing  to  crossing,  and  the  tables  as  to  the  time  by 
vessels  taken  singly  and  in  monthly  groups,  the  navigator  has  always  the  means  before  him  of  knowing 
when  he  falls  behind  on  this  long  journey,  and  when  he  head-reaches,  where  and  how  much.  He  will  also 
have  no  difficulty  in  finding  out  which  are  the  most  tedious  parts  of  the  passage.  I  attach  great  practical 
importance  to  the  bearing  of  the  tables  and  Sailing  Directions  in  this  respect,  because  they  are  calculated 
to  excite  emulation  and  keep  the  ship  always  up  to  her  metal. 

The  January  crossings  of  50"'  S.  in  the  Pacific  give  February  crossings  for  the  line.  The  times, 
both  north  and  south  of  the  line,  show  a  uniformity  and  an  average  that  encourage  hopes,  on  the  part  of 
the  navigator,  for  a  good  run,  at  this  season,  up  to  the  Heads  of  Sau  Francisco.  If  he  liave  already  had  a 
fair  passage  from  his  North  Atlantic  port  to  50°  S.  in  the  Pacific,  he  may  now  calculate  on  a  good  passage. 
The  difference  between  the  shortest  passage  from  that  parallel  to  the  line  and  the  mean,  is  eight  days; 
between  the  longest  and  the  mean,  eleven  days. 

For  quick  runs,  the  Contest  carries  off  the  palm  among  the  January  crossings.  She  performed  the  run 
from  50°  S.  to  San  Francisco,  in  the  very  excellent  time  of  thirty-seven  days.  This  run,  however,  can  be 
made  in  thirty-five  days,  for  the  Sword-Fish  went  from  50°  S.  to  the  line  in  19  days,  and  both  the  Trade- 
Wind  and  the  Contest  went  thence  to  California  in  the  same  month,  each  in  sixteen  days.  But  it  is  only 
now  and  then  that  a  vessel  will  be  able  to  strike  a  vein  of  wind  and  a  run  of  luck,  which  will  carry  her 
through  with  the  speed  that  the  passage  of  thirty-five  days  from  50°  S.  requires. 

In  February,  the  A.  F.  Jenness  comes  along  to  spoil  averages  again.  She  requires  more  than  double 
the  usual  time  from  the  line,  and  nearly  twice  as  much  time  as  vessels  usually  do.  She  has  been  far  behind 
time  all  the  way,  and  is  therefore,  I  presume,  an  extraordinarily  slow  vessel.  She  bad  to  be  rejected  from 
the  averages  of  the  passages  from  the  U.  States  to  the  line;  again,  from  the  Cape  Horn  averages.  She  is 
an  exception,  and,  on  this  account,  I  again  reject  her  from  the  averages  here.   So,  also,  the  Thomas  Church. 

The  John  Bertram  bears  off  the  palm  for  this  month,  by  her  run  of  thirty-eight  days  from  50°  S.  to 
the  Heads.  The  Surprise  and  the  Winged  Eacer  contended  with  her  for  the  prize.  But  the  Bertram  seems 
to  have  won  it  by  keeping  well  to  the  westward  while  south  of  the  line,  and  so  putting  herself  in  the  full 
strength  of  the  S.  E.  trades,  and  other  winds,  and  where  they  are  uninfluenced  by  the  land. 

She  crossed  50°  S.  to  the  westward  of  either  of  the  others,  and  took  the  S.  E.  trades  still  farther  to 
the  west.  At  the  line,  their  crossing  was  the  same.  From  the  line,  the  Surprise  only  led  her  into  San 
Francisco,  and  she  by  one  day  only. 


ROUTE  TO   CALIFORNIA,  671 

The  shortest  passage,  probable,  from  50°  S.  in  February,  to  San  Francisco,  under  canvas,  is  thirty- 
seven  days.  This  is  the  shortest  time  in  which,  judging  by  our  experience  so  far,  it  is  possible  for  a  ship 
ever  to  accomplish  that  part  of  the  voyage ;  to  make  it  in  a  shorter  time  is  possible,  but  the  chances  for 
any  given  ship  to  do  it  are  but  small  and  few.  But,  generally,  in  this  month,  also,  winds  are  fine,  and 
chances  fair. 

In  March,  the  Isette  requires  time  enough  for  two  trips  to  the  line  from  50°  S.  She  is  an  uncommon 
case,  and  Lieut.  Minor,  who  compiled  these  Tables,  has  rejected  her  from  the  means,  as  one  of  those  vessels 
which  these  Sailing  Directions  can  do  very  little  towards  helping  along,  for  when  they  get  into  good  winds 
they  have  not  the  capacity  to  profit  much  by  them. 

Now,  the  navigator  will  observe  a  little  more  uncertainty  as  to  the  time  it  will  take  him  to  go  from 
50°  S.  to  California.  Here,  the  difference  between  the  shortest  run  to  the  line  and  the  mean,  is  11  days ;  in 
January,  it  was  8.  Also,  the  difference  between  the  longest  time  and  the  average  to  the  line,  is  16  days ; 
in  January,  it  was  but  11.     Unequal,  uncertain  times,  are  the  exponents  of  uncertain  and  unsettled  winds. 

In  April,  the  Newcastle  is  the  black  sheep.  Her  performance,  because  it  is  out  of  rule,  and  an  excep- 
tion to  that  of  ships  generall}',  is  rejected  from  the  means. 

In  April,  there  is  seldom  a  succession  of  very  good  winds.  In  this  month  the  average  winds  of  the 
winter  months  prevail  for  a  little  more  than  half  the  time  south  of  the  line,  and  for  about  one-third  north. 

Some  fine  ships  are  in  the  April  fleet ;  there  are  about  a  dozen  of  them  ;  yet  one-third  of  the  whole 
number  in  January  bear  off,  each  one  of  them,  the  palm  from  the  best  one  of  these ;  not  so  much,  as  the 
Charts  show,  by  reason  of  better  heels  as  by  reason  of  better  winds. 

The  probabilities  are,  that  many  ships  will  pass  this  way  in  April  before  one  is  found  to  beat  the 
Sword-Fish ;  for,  though  she  had  46  days  from  50°  S.  to  "  The  Heads,"  there  is  but  one,  the  Star  of  the 
Union,  that  led  her  to  the  line — and  she  only  a  day — and  there  is  not  one  that  came  within  hail  of  her 
thence  to  San  Francisco.  She  made  the  whole  run  in  46  days ;  45  is  the  possible  minimum  limit  for  this 
month.  This  was  said  a  year  ago;  since  then,  two  ships,  viz:  the  Huguenot  and  Seaman's  Bride,  have 
made  the  run  in  the  same  time. 

In  May,  we  will  take  the  Arcole  into  the  account,  though  her  passage  does  exceed  the  mean,  22  days. 
In  this  month,  though  the  passage  is  much  more  tedious  than  in  the  winter  months,  yet  it  is  nearly  aa 
certain.  The  difference  between  the  extremes,  and  the  mean,  being  12  and  9  for  May,  8  and  11  for  Janu- 
ary, 9  and  13  for  February,  and  7  and  13  for  December. 

In  this  month,  though  the  average  from  50°  S.  to  the  line  is  about  the  same  as  the  average  from  the 
equator  to  San  Francisco,  yet  we  are  struck  with  the  contrast  which  the  individual  cases  afford  as  to  the 
prevailing  character  of  the  winds,  north  and  south  of  the  equator. 

On  the  north  side,  the  greatest  difference  between  the  mean  and  the  extreme  is  with  the  maximum  ; 
on  the  south  side,  it  is  with  the  minimum;  showing  that,  from  50°  S.  to  the  line,  a  vessel  is  much  more 
liable  to  meet  with  winds  that  will  drive  her  a  week  or  ten  days  ahead  of  her  time,  than  she  is  with  airs 
and  calms,  that  will  keep  her  back  even  for  7  days.     While  north  of  the  line,  she  is  much  more  liable  to 


672  THE  WIND  AND  CURRENT  CHARTS. 

be  beset  by  calms  and  airs,  tbat  will  keep  ber  from  10  days  to  two  weeks  bchiad  tbe  average,  tban  sbe  is 
to  meet  with  winds  tbat  will  set  her  5  days  even  ahead  of  the  average. 

The  clever  and  observant  mariner  may  gather  from  these  tables  of  crossings  much  valuable  informa- 
tion as  to  the  character  and  strength  of  the  winds  he  is  to  expect. 

As  an  example,  take  the  May  crossings.  Suppose  the  average  from  50°  S.  to  the  line  was  30  days, 
as  it  is,  and  that,  in  casting  his  eye  up  the  Column,  "  Days  from  50°  S.  to  the  line,"  he  should  see  all  the 
passages  ranging  from  24  to  26  days,  except  some  three  or  four,  and  that  these  should  be  60,  40,  and  so 
on.  He  would  conclude  that,  generally  speaking,  he  was  pretty  sure  in  this  month  of  regular  or  certain 
winds,  and  that  it  is  only  occasionally  that  navigators  would  be  delayed  here  for  the  want  of  winds. 

Suppose,  on  the  other  hand,  when  he  casts  his  eye  up  the  other  column,  to  examine  the  time  of  each 
ship  from  the  line  to  San  Francisco,  greater  irregularities  are  observed,  as  one  passage  of  fourteen  days, 
another  of  sixty,  and  so  on ;  what  would  be  his  conclusion  ?  Why,  certainly,  that  in  that  part  of  the 
ocean,  in  May,  the  winds  would  be  most  uncertain ;  sometimes  a  roaring  storm,  sometimes  a  raging  calm  ; 
but  always  extremes,  and  that  no  reasonable  reliance  could  be  placed  on  them. 

*  It  is  hard  to  go  quickly  to  San  Francisco  from  the  line  at  this  season.  The  Sea  Serpent,  the  Houqua, 
and  the  Storm  King,  have  all  done  it  in  twenty-four  days ;  but  they  were  respectively  twenty -eight,  twenty- 
nine,  and  thirty-seven  days  from  50°  S.  On  this  part  of  the  route,  though  they  did  their  best,  they  fell  behind 
the  Stag  Hound,  the  George  Morton,  the  Empress  of  the  Seas,  the  Archer,  and,  more  than  all,  the  Surprise, 
from  a  week  to  twenty  days. 

A  vessel  that  shall  make  the  run  from  50°  S.,  in  May  and  June,  to  the  Heads  of  San  Francisco  in 
forty-two  days,  will  win  laurels  for  her  master. 

There  is  a  general  disposition  in  the  public  mind  to  judge  of  the  prowess  of  a  ship,  and  the  skill  of 
her  captain,  according  to  the  length  of  her  voyage,  and  the  quickness  of  her  trip,  without  regard  to  the 
season  when  the  run  is  made,  or  the  prevailing  character  of  the  winds  in  those  parts  of  the  ocean  through 
which  the  voyage  lies.  No  rule  can  be  more  unfair  to  both  ship  and  master.  Take  the  table  of  crossings 
from  the  United  States  to  the  line  in  the  Atlantic — pp.  456-67. 

Thus,  it  will  be  observed  that  the  average  passage  to  the  line  differs  as  much  as  12  days,  according  as  it 
may  be  made  in  this  month  or  that;  and  the  ship  and  master  who  in  December  make  the  run  in  25.6  days, 
do  no  better  than  they  who  in  September  may  have  accomplished  it  in  37.3  days. 

In  June,  thirty-one  days  is  the  average  from  50°  S.  in  the  Pacific  to  the  line  ;  and  a  vessel  here  is 
more  apt  to  be  a  week  ahead  of  the  average  than  she  is  to  be  a  week  behind  her  time.  This  results  from 
the  fact  that  a  great  many  vessels  are  a  day  or  two  behind  time,  with  occasionally  one  a  great  way  ahead. 
Of  course,  this  brings  down  the  average.  A  bad  month  is  June  from  the  equator  north,  as  it  is  from  50° 
S.  to  the  equator. 

In  July  begins  the  dawn  of  better  times.  There  is  the  Flying  Cloud's  famous  performance  of 
seventeen  days  from  50°  S.  to  the  line,  and  nineteen  thence  to  the  Heads,  to  grace  this  month.  The 
Staffordshire,  in  this  month,  too,  had  eighteen,  and  the  N.  B.  Palmer  nineteen,  days  each,  also  from  the  line. 

August  and  September  are  both  good  months  soutli  of  the  line.     But  from  the  line  up,  the  navigator 


EOUTE  TO   CALIFOENIA. 


673 


finds  his  patience,  quite  as  much  as  his  skill,  brought  into  requisition.  The  influence  of  the  American 
plains  and  deserts  begins  now  to  make  itself  felt  upon  the  N.  E.  trade-winds,  paralyzing  them,  or  turning 
them  back,  and  converting  them  into  breezes  that  baffle  and  perplex.  I  have  said  much  as  to  the  causes 
which,  in  these  months,  make  the  passage  along  here  so  vexatious. 

In  October,  the  winds  are  decidedly  better  and  more  steady,  both  north  and  south  of  the  equator. 

There  are  the  Winged  Arrow,  with  20,  and  both  the  Eaven  and  the  Samuel  Kussell,  each  with  her  21 
days  in  this  month,  from  50°  S. ;  and  from  the  line  north,  we  have  the  Sovereign  of  the  Seas,  with  17,  and 
both  the  Typhoon  and  the  Sea  "Witch,  eactf  with  18  days. 

If  we  throw  out  from  the  average  the  forty  days  of  the  Boston,  which  appear  to  be  owing  to  some 
defect  of  the  ship,  quite  as  much  as  to  any  want  of  winds,  we  shall  have  the  very  slight  difference  between 
the  mean  and  extremes  of  this  month,  both  to  and  from  the  line,  viz :  6  and  10  days  to,  with  8  and  6  from 
the  line. 

In  November,  the  chances  for  a  good  run  from  50°  S.  to  California,  are  still  better.  In  this  month, 
though  we  have  more  vessels,  yet  the  difference  between  the  mean  of  the  whole  and  the  extremes,  i.  e.,  the 
best  and  the  worst  of  all  the  passages  made  to  the  line,  is  5  and  6  days.  Few  passages,  through  trades, 
calms,  and  variables,  for  8,500  miles,  are  more  regular  on  the  average  than  this. 

In  December,  we  have  the  best  running  and  the  best  averages  of  all.  It  was  in  this  month  that  the 
Comet  crossed  the  line  in  117°,  and  made  her  beautiful  run  of  16  days  from  the  line  to  The  Heads.  The 
Wild  Pigeon,  the  Flying  Dutchman,  the  Flying  Fish  (on  two  trips),  the  Jno.  Gilpin,  the  Westward  Ho,  the 
White  Squall,  and  the  Comet,  on  several  trips,  and  all  celebrated  ships,  have  made  this  month  famous  for 
quick  runs. 

With  the  view  of  pointing  out  the  shortest  route  from  50°  S.  to  the  line,  in  the  fair  way  to  California, 
Lieut.  Minor  has  selected  from  the  tables  already  presented,  the  monthly  mean  of  the  best  passages  for 
each  month.  He  has  tabulated  also  the  monthly  mean  longitude  in  which  the  vessels  making  these  mean 
passages  crossed  the  parallels  named,  including  the  equator. 

Monthly  Mean  of  Best  Passages  prior  to  1854. 


BEST  LONGITUDE  FOR  CROSSING  TUE  PARALLELS  OF — 

MOUTH. 

Mean  of 
the  best. 

From  50° 

.S.  to  0°. 

From  0° 

to  San 

50° 

s. 

40= 

s. 

35° 

s. 

30' 

s. 

25= 

s. 

0 

3^ 

Francisco. 

Days. 

Days. 

January  .     .     . 

9 

80° 

00' 

83° 

00' 

87° 

00' 

90° 

00' 

92° 

00' 

111° 

00' 

22J 

21 

February 

8 

81 

00 

85 

00 

88 

00 

90 

00 

93 

00 

111 

00 

25 

20 

March 

13 

82 

00 

85 

00 

88 

00 

89 

00 

93 

00 

110 

00 

25 

24 

April        . 

9 

83 

00 

87 

00 

86 

00 

89 

00 

92 

00 

109 

00 

m 

30 

May     .     . 

12 

82 

00 

85 

00 

87 

00 

87 

00 

90 

00    109 

00 

24f 

30J 

June    .     . 

11 

82 

00 

84 

00 

86 

00 

89 

00 

91 

00 

110 

00 

27 

28 

July    .     . 

6 

82 

00 

88 

00 

90 

00 

92 

00 

95 

00 

115 

00 

23 

28 

August    . 

8 

84 

00 

86 

00 

85 

00 

87 

00 

90 

00 

108 

00 

25 

31 

September 

4 

82 

00 

86 

00 

87 

00 

87 

00 

90 

00 

111 

00 

21 

24 

October    . 

12 

80 

00 

82 

00 

84 

00 

86 

00 

89 

00 

110 

00 

24 

23 

November 

11 

83 

00 

85 

00 

84 

00 

84 

00 

88 

00 

108 

00 

24 

23 

December 

10 

83 

00 

83 

00 

84 

00 

87 

00 

91 

00 

113 

00 

22 

21 

85 


674  THE  WIND  AND  CUEKENT  CHARTS. 

Supposing  tliat  this  table  affords  data  sufficient  for  a  fair  average — but  it  does  not — ^it  would  appear  that 
in  January,  February,  March,  and  April,  decidedly  the  best  place  for  crossing  the  line  is  between  115°  and 
120°  W.  That  the  quickest  runs  for  each  of  the  first  three  months  were  made  by  crossing  between  110° 
and  115°.  Also,  in  May  and  September,  the  quickest  runs  were  made  by  these  same  crossings,  and  that 
the  quickest  passages  in  April,  August  and  October,  were  made  by  crossing  between  115°  and  120°. 

But  a  careful  examination  of  the  tables  will  show  that  according  to  the  data  before  us  the  best  average 
crossing- place  of  the  line,  in  winter  and  spring,  is  west  of  115°;  that  in  May,  the  best  crossing-place  begins 
to  fall  east  of  this  meridian,  and  to  approach  that  of  110°  more  and  more  until  August,  when  it  is,  say,  108°. 
It  now  commences  to  go  west  again,  being  good  anywhere  between  110°  and  120°,  or  even  125°,  until 
winter,  when  it  settles  down  east  of  115°  again.  Indeed  it  is  a  question  for  further  inquiry  and  more 
numerous  abstract  logs  to  decide  whether  the  passages  to  San  Francisco  from  the  line  will  not  give  a 
better  average  when  the  crossings  are  made  west  of  130°  W.  than  they  will  when  made  east  of  120°  W. 
So  that  in  perfecting  the  route  to  California,  the  turning  point  may  be  found  to  be  masked  in  a  problem  of 
this  sort :  How  much  time  may  a  vessel  lose  in  making  westing  between  50°  S.  and  the  line,  and  yet  be 
able  to  make  up  for  this  loss  by  making  a  quicker  run  thence  to  the  "Heads?" 

"We  crossed  the  equator,"  says  Mr.  Freeling,  of  the  Heloise,  "on  the  passage  from  Australia  to  Cali- 
fornia, 23d  January,  1855,  in  168°  W.,  and  made  the  run  to  Sau  Francisco  in  23  days,  while  the  clipper 
ship  Sweepstakes  crossed  it  January  19,  in,  I  presume,  from  112°  to  120°,  and  only  arrived  21st  February, 
being  33  days." 

This  table  appears  to  indicate  that  a  more  westerly  crossing  than  that  usually  made  would  shorten  the 
passage  certainly  from  the  line  to  San  Francisco,  for  it  shows  that  the  mean  crossings  on  the  best  trips  are 
for  the  most  part  west  of  the  usual  route  pursued  by  vessels  generally.  The  mean  crossings  on  the  shortest 
trips  are  west  of  the  average  crossings  for  each  month,  except  for  May,  October,  and  November.  In  the 
last  two,  the  average  crossings  of  the  whole  and  of  the  best,  are  nearly  coincident ;  and  so  they  are  from 
50°  south  to  the  trade-winds,  in  May,  when  the  best  route  seems  to  trend  a  little  more  to  the  eastward. 
From  April  to  August  inclusive,  appear  to  be  the  most  difficult  months  for  quick  passages. 

This  table  is  well  calculated  to  impress  upon  the  attention  of  navigators  the  propriety  of  the  injunc- 
tion, which,  in  the  present  and  former  editions  of  this  work,  I  have  endeavored,  with  oft-repeated  emphasis, 
to  impress  upon  them :  As  you  double  Cape  Horn,  and  get  on  the  Pacific  side,'  make  as  much  westing  with  your 
northing  as  you  can,  aiming  to  cross  the  parallel  of  50°  south,  as  far  at  least  as  85°  or  90°  w-est.  Do  not  beat 
nor  dally  with  baffling  winds  to  do  this,  for  you  want  to  lose  no  time  in  getting  to  the  north. 

With  the  view,  however,  of  showing  the  best  crossings  of  the  line,  I  have  divided  it  into  lengths  or 
crossings  of  5°  of  longitude,  beginning  with  the  meridian  of  95°  W.;  and,  with  the  assistance  of  Lieut. 
Minor,  Passed  Midshipman  A.  A.  Semmes,  and  O.  C.  Badger,  am  enabled  to  present  the  following  tables, 
which  show  the  monthly  crossing  of  each  division;  the  time  from  the  United  States  to  this  equatorial 
place  of  crossing ;  the  time  thence  to  San  Francisco,  and  the  total  length  of  passage  from  the  United 
States : — 


KOUTE  TO   CALIFORNIA. 


*n 


The  Names  of  Vessels;  their  Passage  from  Atlantic  Ports  lo  the  Line  in  the  Pacific;  the  Time  and  Place  of 
crossing  the  Equator,  with  the  Passage  tJience  to  California,  for  each  Month. 


NAME  OF  VESSEL. 


Port  last  from. 


To  the 

equator 

in  the 

Pacific. 


Date  of  crossing 

the  equator  in 

the  Pacific. 


Virginia .     .     . 
Whiton  .     .     . 
North  Carolina 
Ocean  Bird 
Stag  Hound 
Louisa  Bliss 
Horsburgli  .     . 
Chatham      .     . 


Cardiff 
New  York 


Beaufort,  N.  C. 
New  York 
Boston 


Days. 

107 
135 
140 

91 
153 

96 
130 


Dec.  21,  1852 
March  13,  1847 
April  15,  1854 
24,  1849 
1,  1352 
8,  1850 
29,  1852 
22,  1849 


Longitude  of 

crossing  the 

equator. 


From  the 
equator  to 
San  Fran- 
cisco. 


AVEBAQE  PASSAGE. 


To  the 
line 
from 
U.S. 


May 
June 


Sept. 


93 
95 
99 
99 
100 
98 
99 


59'W, 

15 

00 

25 

20 

00 

30 

15 


Days. 

43 
42 

42 
38 
34 
52 
33 
39 


Days. 

107 
135 
140 
91 
153 
113 
130 


From  the  From  the 
line  to  I  U.  S.  to 
Califor-    Califor- 
nia,     j     nia. 


Days. 

43 
42 
42 
38 
34 
52 
40 


Days. 

149 
187 
178 
125 
205 
153 
169 


CROSSINGS  BETWEEN  100°  AND  105°  W.  LONG. 


Adelaide      .     . 
Golden  Gate 
Europe    .     .     . 
George  Brown 
John  Holland  . 
Great  Britain   . 
Sea  Serpent 
Anonyma    .     . 
Sea  Serpent 
Governor  Morton 
Sweden   .     .     . 
Michael  Angelo 
Hampton      .     . 
C.  L.  Bevan 
Thomas  B.  Wales 
White  Squall   . 
Empire    .     .     . 
E.  C.  Winthrop 
North  America 
Messenger 
Union 
Carioca    . 
Copeland 
Cohota     . 
Albany    . 
Sea  AVitch 
Eaven 

Samuel  Eussell 
Monsoon      .     , 


New  York 

II 

(( 

Philadelphia 
New  York 

i         " 

Boston 
New  York 

I 

Boston 
New  York 

Philadelphia 
Boston 
New  York 

1  n 

Boston 
New  York 

i 

I 

Philadelphia 
Boston 

1   " 
New  York 


Boston 


144 

Feb. 

5, 

80 

24, 

114 

March  17, 

111 

14, 

134 

April 

16, 

110 

28, 

82 

May 

5, 
23, 

88 

June 

5, 

91 

12, 

117 

26, 

113 

27, 

130 

29, 

113 

2, 

100 

July 

3, 

84 

3, 

97 

8, 

108 

12, 

112 

27, 

88 

Aug. 

29, 

91 

31, 

116 

Sept. 

6, 

119 

7, 

110 

Oct. 

5, 

127 

6, 

87 

27, 

93 

Nov. 

2, 

97 

17, 

100 

Dec. 

6, 

1853104 
1853104 
1852  100 
1851104 
1853:102 
1852104 
1853102 
1849102 
1852!l01 
18521101 
1849:102 
1852;102 
1853102 
1853103 
1852102 
1852:100 
1852  102 
1852104 
1852  100 
1852102 
1852  101 
1852il00 
1852  103 
1852|l04 
1852101 
1851 101 
1852  104 
1852101 
1852103 


06 
37 
00 
45 
28 
30 
03 
40 
12 
43 
20 
09 
25 
00 
51 
26 
01 
07 
27 
32 
10 
56 
43 
09 
34 
30 
32 
30 
53 


34 
24 

112 

29 

35 

22 

112.5 

28 

24 
30 

■ 

122 

27 

26 
34 

I 

82 

30 

25] 

32 

38 
36 

108.7 

36 

39 

46 

331 

1 

26 

t 

35 

>~ 

100 

32 

83 

34  J 

34 

28 

■ 

89.5 

31 

41 

40 

■ 

117.5 

40.5 

26] 

38 

y 

108 

29 

23 

\ 

29 
22 

95 

25.5 

26 

100 

26 

141 
140.5 
149 
112 


120 
157.5 

137 

120.5 
126 


CROSSINGS  BETWEEN  105°  AND  110°  W.  LONG. 

Eevere 

New  York 

111 

Jan.       3,  1852  109     30 

261 

Wild  Pigeon    .     .     . 

(1 

88 

10,  1852  108     59 

17 

Golden  Gate     .     .     . 

(I 

90 

12,  1852:106    00 

23 

- 

102.3 

23 

125.5 

Manchester  .... 

(I 

139 

5,  1853  107     00 

26 

Eingleader  .... 

Boston 

85 

15,  1853110     00 

25 

Eureka 

Now  York 

102 

15,  1853 110     00 

21, 

676 


THE  WIND  AND  CURRENT  CHARTS. 


The  Names  of  Vessels;  their  Passage  f mm  Atlantic  Ports  to  the  Line  in  the  Pacific,  d-c. — Continued. 
CROSSINGS  BETWEEN  105°  AND  110°  w.  LONG.— Continued. 


AVEBAGE  PASSAGE. 

To  the 

Date  of  crossing 

Long 

tude  of 

From  the 

KAME  OF  VESSEL. 

Port  last  fi-om. 

equator 

the  equator  in 

crossing  the 

equator  to 

To  the 

From  the  From  the 

in  the 

the  Pacific. 

equator. 

San  Fran- 

line 

line  to  j 

U.  S.  to 

Pacific. 

cisco. 

from 

U.S. 

Califor- 
nia. 

Califor- 
nia. 

Days. 

Days. 

Days. 

Days. 

Days. 

Joliu  Jay       .... 

New  Bedford 

133 

Feb.       6,  1850 

105° 

lO'W. 

371 

Gray  Feather    .     .     . 

New  York 

100 

17,  1852 

109 

27 

26 

Tingqua  

11 

87 

19,  1852 

106 

25 

28 

- 

Ill 

29 

140 

Hazard 

11 

107 

21,  1851 

109 

30 

24 

Helena 

11 

113 

19,  1851 

110 

00 

21 

Eussell 

11 

128 

7,  1850 

110 

00 

37 

Y.  W.  Bruae    .     .     . 

« 

122 

March    2,  1853 

106 

56 

291 

Winged  Racer      .     . 

K 

85 

7,  1853 

106 

24 

23 

John  Bertram  .     .     . 

Boston 

86 

8,  1853 

109 

47 

19 

Cygnet 

i< 

125 

8,  1853 

109 

00 

30 

Sartelle 

New  York 

135 

29,  1850 

107 

15 

34 

Whiton 

11 

112 

15,  1848 

109 

05 

28 

- 

108 

26 

130 

Samuel  Appleton 

11 

103 

23, 

109 

30 

18 

Golden  West    .     .     . 

Boston 

101 

24,  1853 

107 

04 

23 

Uriel 

11 

86 

30,  1851 

109 

45 

34 

Benjamin  Howard*  . 

11 

95 

29,  1852 

110 

00 

25 

Telegraph    .... 

11 

91 

23,  1854 

106 

00 

24  J 

Sch'r  Walter  {via  Rio) 

New  York 

121 

April  10,  1853 

108 

33 

25" 

Wisconsin   .... 

11 

94 

22,  1852 

106 

00 

30 

113 

27 

143 

Hermann     .... 

Philadelphia 

155 

11,  1850 

108 

00 

37 

Game  Cock  .... 

New  York 

94 

5,  1854 

109 

00 

16  J 

Gray  Feather   .     .     . 

11 

108 

May       1,  1851 

109 

45 

281 

Star  of  the  Union 

11 

97 

5,  1853 

106 

38 

27 

Golden  Racer  .     .     . 

Boston 

96 

6,  1853 

108 

45 

34 

Simoom 

Governor  Morton 

New  York 

107 
97 

6,  1853 
15,  1853 

106 
109 

41 
01 

26 
26^ 

- 

104 

30.6 

134.8 

Tornado  

u 

84 

17,  1852 

107 

07 

44 

Aurora 

Nantucket 

140 

30,  1849 

110 

00 

31 

Polynesian  .... 

Philadelphia 

105 

18,  1854 

110 

00 

29  J 

Kate  Hays  .... 

New  York 

122 

June      3,  1852 

109 

16 

31^ 

New  York  .... 

11 

103 

3,  1853 

107 

30 

35 

Herculean   .... 

11 

119 

8,  1853 

109 

21 

35 

H.  Birckhead   .     .     . 

Baltimore 

111 

17,  1853 

109 

00 

31 

Lantao 

New  York 

94 

23,  1853 

105 

55 

30 

Vandalia      .... 

II 

126 

2,  1850 

107 

30 

36 

Mascouoma       .     .     . 

(I 

123 

4,  18501108 

00 

45 

. 

123 

39.4 

147 

Sherwood     .... 

Boston 

106 

25,  1851 108 

45 

40 

Climax 

II 

88 

24,  1853  106 

30 

27 

Ino 

New  York 

99 

19,  1851 

109 

30 

34 

Adirondack!    .     .     . 

II 

151 

12,  1850 

109 

40 

49 

Home 

Baltimore 

109 

10,  1850 

110 

00 

39 

Roscoe 

New  York 

121 

27,  1853 

109 

45 

27 

Cynthia 

New  Orleans 

128 

8,  1854 

110 

00 

53 

*  Capt.  Shiueve  to  Lieut.  Maubt:  "I  approve  of  the  route  laid  down  by  you.  I  have  had  much  experience  at  sea,  as  shipmaster, 
in  all  quarters  of  the  globe,  and  heartily  concur  in  your  views  respeoting  passages.  I  also  believe  the  day  is  not  far  distant  when  pas- 
sages to  California  will  be  made  frequently  in  one  hundred  days.  I  have  often  been  amazed  in  viewing  tracks  of  different  ships  to  tliis 
port,  and  those  who  have  the  longest  passages  have  been  broad  off  the  riyht  track.  The  Benjamin  Howard  is  a  medium  clipper, 
seven  hundred  tons.  You  will  notice  I  have  beat  the  whole  fleet  that  sailed  about  the  time  I  did;  experienced  all  sorts  of  weather  on 
the  passage;  neither  tore  a  sail  nor  lost  a  spar  the  whole  passage." 

•)■  Not  included  in  the  average. 


ROUTE  TO  CALIFORNIA. 


677 


The  Names  of  Vessels  ;  Iheiv  Passage  from  Atlantic  Ports  to  the  Line  in  the  Pacific,  dr. — Continued. 
CROSSINGS  BETWEEN  105°  AND  110°  w.  LONG. — Continued. 


AVERAGE  PASSAGE. 

Tn  iho 

nnto    ^f  no'-^crolnn. 

Longitude  of 
crossing  the 

From  the 
equator  to 

NAME  OF  VESSEL. 

Port  last  from. 

equator 

the 

equator  in 

To  the 

From  the 

From  the 

in  the 

the  Pacific.        |       equator. 

Sau  Fran- 

line 

line  to 

U.  S.  to 

Pacific. 

cisco. 

from 
U.S. 

Califor- 
nia. 

Califor- 
nia. 

Days. 

1 

Days. 

Days. 

Days. 

Days. 

Gazelle New  York 

July 

9,  1849105° 

30'W. 

30^ 

Edgar      .     . 

11 

126 

2,  1850108 

15 

39 

Staffordshire 

Boston 

83 

24,  1852!l08 

01 

18  1- 

108 

33.5 

132 

Cohota     .     . 

C( 

103 

19,  1850109 

45 

23 

Storm  King 

11 

111 

3,  1853:106 

30 

24 

Ellen  Noyes 

II 

111 

Aug. 

6,  1852|l07 

30 

33-) 

Flying  Cloud 

New  York 

95 

17,  1852 

105 

20 

19  I 

100.6 

24.7 

127 

White  Squall 

Philadelphia 

96 

13,  1853 

110 

00 

22] 

Mermaid 

Sept. 

21,  1851 

105 

45 

27^ 

Eliza  Mallory 

!New  York 

115 

10,  1852 

108 

42 

37  I 

128 

30 

158 

Eureka    .     . 

11 

141 

15,  1851 

108 

20 

25) 

Butler      . 

J 

Telegraph 

u 

102 

Oct. 

22, 

109 

30 

23) 

Ilorsburgh 

II 

128 

7,  1853 

109 

00 

34  I 

112 

27 

139     * 

Whistler 

Boston 

107 

31,  1853 

109 

00 

24  j 

Seaman   . 

New  York 

102 

Nov. 

13, 1852 

109 

41 

2G' 

Boston     . 

Eio  de  Janeiro 

81 

27,  1849 

106 

00 

40 

108 

28 

138 

Kate  Uays 

Philadelphia 

156 

6,  1853110 

00 

21 

- 

Eaven 

New  York 

94 

16,  1853 109 

00 

25 

Ilorton    , 

11 

151 

Dec. 

23,  1850109 

15 

33 

151 

33 

184 

CROSSINGS  BETWEEN  110°  AND  115°  W.  LONG. 


Wild  Pigeon 
Flying-Fish 
Anstiss    .     . 
Sword-Fish  . 
Ambassador 
Celestial  .     . 
George  Raymond 
Golden  City 
Ann  Maria 
Sam'l  Lawrence 
Eagle  .     .     . 
N.B.  Palmer 
Onward  .     . 
Bald  Eagle  . 
Parthenon    . 
Franconian  . 
Morning  Light 
Trade-Wind 
Capitol    . 
Eealm 
Contest    . 
Telegraph 
Cygnet    . 
Lawrence 
Alboni    . 
Cyclone  . 
Arthur    . 


New  York 

II 

Richmond,  Ya. 
New  York 


Boston . 

New  York 

II 

Boston 
New  York 


Boston 
II 

Philadelphia 
New  York 
Richmond,  Va. 

New  York 

II 

Boston 
New  York 


Boston 
New  York 


104 

Jan.      14,  1853 

74 

13,  1853 

116 

22,  1853 

71 

21,  1852 

127 

16,  1849 

84 

23,  1852 

102 

23,  1852 

87 

18,  1854 

131 

20,  1854 

99 

26,  1854 

85 

28,  1854 

96 

1,  1854 

130 

4,  1854 

93 

4,  1854 

117 

8,  1854 

123 

20,  1854 

113 

17,  1854 

85 

Feb.       7,  1853 

112 

7,  1853 

138 

8,  1853 

84 

9,  1853 

96 

18,  1853 

118 

26,  1850 

134 

28,- 1850 

99 

28,  1853 

98 

5,  1854 

135 

9,  1854 

112  20 

112  00 

110  00 

110  15 

112  35 

113  30 

114  34 

114  00 

110  00 
HI  00 
112  00 

112  00 

113  00 
113  00 
113  00 
113  00 
113  00 

112  20 

113  00 
113  35 

111  06 

112  00 

111  15 

113  45 
113  44 

115  00 

112  00 


24-^ 

18 

25 

20 

32 

23 

25 

20 

23  \ 

25 

19 

26 

21 

21 

31 

26 

23 

16 

20 

35 

16 

20 

29 

26 

28 

20 

30 


103 


99 


23.5 


24 


126.7 


133.4 


678 


THE  WIND  AKD  CURRENT  CHARTS. 


TJie  Names  of  Vessels;  their  Passage  from  Atlantic  Ports  to  the  Line  in  the  Pacific,  dc. — Continued. 
CROSSINGS  BETWEEN  110°  AND  115°  w.  LONG. — Continued. 


NAME  OF  VESSEL. 


Surprise  .     . 
Winthrop    . 
Potomac 
Living  Age 
Storm      .     . 
Anna  Kimball 
Bald  Eagle  . 
Danube    .     . 
Bothnia  .     . 
Kentucky    , 
Hannibal 
Roman     .     . 
Eagle  Wing 
Phantom 
John  Steward 
Eussell  Glover 
Celestial  .     . 
Rattler     .     . 
Daniel     .     . 
Alhesdrough 
Aldebaran   . 
Sea  Serpent 
Esther  May 
Flying  Cloud 
Archer    .     . 
Huguenot    . 
Susquehanna 
F.  Depau      . 
Stag  Hound 
Masconoma 
Sword  Fish 
M.  Howes    . 
Surprise  .     . 
Paragon  .     . 
Archibald  Gracie 
Sirocco    .     . 
Delia  .     .     . 
Morgan  Dix 
Tigress    .     . 
Seaman's  Bride 
Rose  Standish 
Competitor  . 
Parthian 
Emily  Minor  (via  Juan 

Fernandez)* 
R.  B.  Forbes 
Santiago  .     . 
Surprise  .     . 


Port  last  from. 


New  York 

Boston 

Portland 

New  York 

II 

li 
i( 
It 
II 

Boston 
II 

New  York 

Boston 

II 

New  York 
II 

11 

II 

II 
Boston 


New  York 


Philadelphia 

New  York 
II 

Boston 
New  York 
Boston 

New  York 

II 

Boston 

New  York 

II 

II 

Salem 

New  York 

II 

Boston 
Richmond,  Va. 

New  York 

II 


To  the 

equator 

in  the 

Pacific. 


Date  of  crossing 

the  equator  in 

the  Pacific. 


Days. 
80 

March  3, 

116 

3, 

133 

3, 

108 

12, 

87 

17, 

110 

22, 

88 

23, 

130 

23, 

123 

24, 

122 

26, 

120 

22, 

103 

23, 

82 

12, 

90 
111 

April  6, 
11, 

115 

14, 

98 

16, 

98 

16, 

28, 

104 

26, 

123 

27, 

22, 

112 

28, 

74 

6, 

84 

7, 

98 

19, 

108 
139 

May  1, 
20, 

93 

4, 

122 

7, 

84 

7, 

115 

8, 

87 

June   8, 

120 

8, 

111 

11, 

117 

12, 

128 

10, 

107 

13, 

132 

1, 

92 

19, 

111 

20, 

89 

24, 

94 

25, 

170 

27, 

25, 

104 

26, 

85 

.  30, 

1851 
1851 


Longitude  of 

crossing  the 

equator. 


110° 
110 


18511111 
1853,112 
1853  110 


1853 
1853 


114 
111 


1853  110 
1851J112 
1853113 
1850114 
1853lll0 
1854113 
1853  113 
1853112 
1850,113 
1853  110 
1853  114 
1851113 
1853113 
1852110 
1851114 
1853113 
1854110 
1854'll2 
1853113 
185l|ll3 
1850112 


1851 
1853 
1853 


113 
110 
114 


1854114 
1853|ll0 
1853ill3 
1850111 
1853111 
1851114 
1853110 
1850!ll4 
1853114 
1850113 
1853114 
1853111 


SO'W 

30 

20 

25 

32 

10 

15 

32 

15 

08 

45 

32 

00 

32 

34 

00 

06 

08 

15 

36 

05 

15 

00 

00 

22 

00 

25 

45 

30 

07 

02 

00 

43 

25 

00 

30 

00 

30 

30 

55 

00 

00 

20 


1854114  00 
1853 113  00 
1854112  00 


From  the 
equator  to 
San  Fran- 


ATEBAGE  PASSAGE. 


To  the 
line 
from 

U.S. 


Days 

17 

29 

32 

20 

23 

22 

19 

26 

25 

25 

40 

25 

23 

141 

32 

21 

22 

23 

33 

32 

35 

25 

83 

15 

22 

26 

29 

27 

21 

37 

24 

33 

30 

41 

36 

28 

34 

36 

33 

29 

45 

25 

28 

32 
31 
32 
32 


Days.   Days 


From  the  From  the 


line  to 
Califor- 
nia. 


107.8 


100.6 


110 


106 


25 


U.  S.  to 
Califor- 
nia. 


Days. 


132.9 


25.6 


28.5 


32.8 


125.6 


138.6 


139.5 


*  Not  included  in  the  average. 


ROUTE  TO  CALIFORNIA. 


679 


The  Names  of  Vessels;  their  Passage  from  Atlantic  Ports  to  the  Line  in  the  Pacific,  &c. — Continued. 
CROSSINGS  BETWEEN  110°  AND  115°  "W.  LONG. — Continued. 


NAME  OF  VESSEL. 


Flying  Eagle  (via  Eio) 
Ilornet     . 
John  Land 
Venice     . 
Abbot      . 
Amity     . 
St.  Patrick 
Isaac  Allerton 
Caroline  .     . 
Sarah  and  Eliza* 
K  B.  Palmer 
Victory    .     . 
"Witch  of  the  Wave 
Jas.  H.  Shepherd* 
Atalanta .     . 
Avondale     . 
N.  B.  Palmer 
Templeton   . 
Southerner* 
Lady  Arabella 
Virginia  .     . 
Witch  of  the  Wave 
Belle  of  the  West 
Eubicon  .     . 
E.  C.  Sronton* 
Ilarrisburg  , 
West  Wind 
Keindeer 
Golden  State 
John  Bertram 
Thomas  Perkins 
Columbia 
Jamestown  . 
Eaven     .     . 
Typhoon 
Eagle       .     . 
Carrington   . 
Celestial  .     . 
Sandusky     . 
Wild  Duck  . 
Hero  .     .     . 
Winfield  Scott 
Talbot     .     . 
Valparaiso  . 
Winged  Arrow 
Sea  Witch 
Kate  llays 
Sunbeam 
Witch  of  the  Wave 
Trade- Wind     .     . 


Port  last  from. 


Boston 
New  York 
Boston 
New  York 
Bordeaux 
Boston 
New  York 

II 
(1 
II 
II 

Boston 
New  York 

Baltimore 
New  York 
Bucksport 
New  York 


Boston 

II 

New  York 
II 

II 

Boston 

New  York 
II 

Boston 
New  York 
Boston 
New  York 
Boston 

New  York 

II 

II 
II 
II 


Boston 

New  York 
Philadelphia 

Boston 

II 

Philadelphia 


To  the 
equator 

in  the 
Pacific. 


Days. 

109 
87 
94 
107 
126 
132 
118 

127 
180 

88 
103 

89 

122 
119 
101 
126 
141 
138 

90 
104 
135 
141 
123 

99 
123 

99 

91 
100 
133 
103 

85 

87 
101 
103 

83 
137 
108 
127 
140 
139 
138 

95 

91 
131 
138 

91 

91 


Date 


th 


of  crossing 
-c  equator  in 
the  Pacific. 


July 


Auo 


7, 
23 
25 
14, 
23 
15 
14 
13 
11 
12, 
2 
2, 

18: 
1 

28, 
30, 
Sept.      6, 

lo: 

16, 

4! 

2 

21 

5 

12 

17 

20 

24, 

17, 

4: 

29: 

25 

12 

20 

29 

30 

20. 

5 

11 

5. 

21 

27 

29 

12 

2 

4, 

22 

6, 

3 

14, 

16 


Oct. 


Nov. 


1853 
1853 
1853 
1850 
1852 
1850 
1850 
1850 
1850 
1849 
1851 
1853 
1851 
1853 
1853 
1853 
1852 
1850 
1852 
1850 


Longitude  of 

crossing  the 

equator. 


114° 

112 

114 

114 

113 

115 

110 

111 

113 

113 

114 

112 

115 

114 

115 

112 

113 

112 

112 

113 


1850;il4 
1852  113 


1853 
1853 
1853 


112 

114 
112 


1853112 


1853 
1854 
1854 
1853 


112 
113 
112 
114 


1849110 

1850111 

18521 

1851112 

185l!ll4 

1851|115 

1850115 

1850115 

1853114 

1853115 

1853114 

1853115 

1850115 

1851 115 

1852114 

1852114 

1853 110 

1853115 

1853115 

1853115 


40'W 

54 

47 

45 

15 

00 

45 

15 

30 

40 

00 

45 

00 

00 

00 

00 

49 

30 

10 

00 

00 

50 

00 

00 

00 

00 

00 

00 

00 

00 

45 

45 

00 
41 
00 
00 
00 
00 
00 
00 
00 
00 
00 
39 
10 
00 
00 
00 
00 


From  the 
equator  to 
San  Fran- 
cisco. 


^ 


Days. 

34 

20 

31 

30 

88 

81 

841 

34 

36 

36 

19 

32 

32 

43 

40 

29 

24 

27 

33 

33 

33 

25 

24 

32 

39 

39 

34 

38 

24 

24 

26 

35 

25 

20 

19 

28 

26 

21 

34 

24 

29 

28 

311 

30 

22 

17 

21 

24 

26 

24 


1^ 


ATEBAOE  PASSAGE. 


To  the 
line 
from 

U.S. 


Days. 


109 


108 


112.6 


108.9 


113.6 


From  the 
line  to 
Califor- 
nia. 


Days. 


31 


30.7 


29.4 


26.2 


24 


From  the 
U.  S.  to 
Califor- 
nia. 


Days. 


140 


141 


140.9 


135.1 


137.6 


*  Not  included  in  tlie  aveiviKe. 


THE  WIND  AND  CUERENT  CHAETS, 


The  Names  of  Vessels;  their  Passages  from  Atlantic  Ports  to  the  Line  in  the  Pacific,  Jbc. — Continued. 
CROSSINGS  BETWEEN  110°  AND  115°  w.  LONG. — Continued. 


AVERAGE  PASSAGE. 

To  the 

Date  of  crossing 

Longitude  of 

From  the 

NAME  or  VESSEL. 

Port  last  from. 

equator 

the  equator  in 

crossing  the 

equator  to 

To  the 

From  the 

From  the 

in  the 

the  Pacific. 

equator. 

San  Fran- 

line 

line  to 

U.  S.  to 

Pacific. 

cisco. 

from 
U.S. 

Califor- 
nia. 

Califor- 
nia. 

Days. 

Days. 

Days. 

Days. 

Days. 

Mandarin     .     .     ,     . 

New  York 

101 

Nov.     19,  1853  112°  OO'W. 

22 

Hurricane    .     . 

(1 

102 

18,  1853  114     00 

22 

North  Wind     . 

(( 

116 

21,  1853  115     00 

22 

Arab*      .     .     . 

Boston 

140 

24,  1853  114     00 

42 

"Wisconsin    .     . 

New  York 

131 

24,  1853  112     00 

27 

John  Wade 

11 

94 

Dec.      15,  1852 110     30 

231 

Thos.  W.  Sears 

i< 

124 

21,1852112     59 

21 

Senator    .     .     . 

11 

105 

26,  1852111     00 

30 

- 

102 

23.2 

125.2 

Unknown    .     . 

Boston 

91 

19,  1853 113     00 

21 

Skylark  .     .     . 

New  York 

96 

25,1853114     00 

21  J 

CROSSINGS  BETWEEN  115°  AND  120°  W.  LONG. 


John  Gilpin 
Flying  Fish 
West  war  d-Ho 
Seaman  .  . 
Flying  Childers 
Newton  .  . 
Lucia  Field 
Lantao  .  . 
Canton  .  . 
Southerner  . 
Eagle  .  . 
Tornado  .  . 
Amelia  .  . 
Isabelita  Ilyne 
Maria  .  .  . 
Samuel  Eussell 
Herald  of  the  Morning: 
Lucknow  .  .  . 
Astrea  .... 
Diadem  .... 
Arcole  .... 
Wisconsin  .  .  . 
Valparaiso  .  .  . 
Seaman's  Bride  . 
Stag  Hound  .  . 
Archer  .... 
Houqua  .... 
Empress  of  the  Seas 
St.  Lawrence  .  . 
Eobert  Harding  . 
Houqua  .... 
Sarah  Boyd  .  . 
Eaduga  .... 
Sheridan  .  .  . 
Hermann  .  .  . 
Eliza  Thornton*  . 
Benj.  Howard 


New  York 

Boston 

New  York 
(1 

Boston 


New  York 
It 

II 

II 

11 


Boston 
Boston 

New  York 

II 

Philadelphia 

New  York 

11 

11 
11 
u 
II 


Boston 
New  York 
Philadelphia 
New  York 


New  Bedford 
New  York 


78 

Jan.      15, 

77 

22, 

88 

12, 

89 

Feb.     20, 

91 

March  19, 

124 

10, 

120 

19, 

103 

21, 

136 

28, 

120 

SO, 

92 

79 

April     9, 
10, 

111 

29, 

101 

23, 

111 

16, 

90 

15, 

86 

16, 

111 

138 

May       6, 
20, 

22, 

105 

31, 

100 

31, 

114 

31, 

99 

2, 

95 

June      5, 

108 

8, 

120 

21, 

89 

10, 

141 

29, 

126 

28, 

103 

25, 

129 
116 

July     15, 

28, 

103 

2, 

110 

30, 

145 

9, 

114 

6, 

1853 
1852 
1853 
1850 
1853 
1851 
1851 
1851 
1849 
1851 
1853 
1853 
1853 
1851 
1851 
1850 
1854 
1853 
1853 
1850 


116 
119 
120 
118 
117 
117 
119 
118 
118 
117 
115 
118 
116 
116 
117 
118 
119 
117 
115 
116 


1850117 
1850118 
1850119 
1854117 
1853116 
1853115 
1853115 
1853115 
1853116 
1853116 
1850115 
1850115 
1851118 
1850118 
1849120 
1853116 
1853  120 


00 
50 
00 
00 
21 
10 
15 
00 
00 
OO 
30 
10 
41 
00 
00 
30 
00 
50 
49 
00 
00 
45 
00 
00 
03 
08 
11 
30 
15 
36 
15 
15 
00 
30 
00 
53 
00 


16 

) 

23  y 

81 

19.3 

19^ 

18 

89 

18 

22^ 

26 

31 

20 

- 

116 

26 

29 

28 

211 

22 

23 

24 

- 

97.3 

23.1 

32 

20 

20 

271 

35 

36 

30 

- 

111 

28.7 

24 

28 

21 

261 

37 

24 

32 

- 

112 

32 

37 

39 

28 

321 

25 

28 
27 

>• 

114.4 

29.2 

42 

34  J 

100.3 
107 

142 


119 


138.6 


144 


143 


*  Not  included  in  the  average. 


EOUTE  TO  CALIFORNIA. 


681 


The  Names  of  Vesseh;  their  Passage  from  Atlantic  Ports  to  the  Line  in  the  Pacific,  &c. — Continued. 
CROSSINGS  BETWEEN  115°  AND  120°  w.  LONG. — Continued. 


To  the 

of      From  the 

AVEBAOE  PASSAGE. 

KAME  Of  VESSEL. 

Port  last  from. 

equator 

the  equator  in 

crossing  t 

he      equator  to 

To  the 

From  the 

From  the 

in  the 

the  Pacific. 

equator 

San  Fran- 

line 

line  to 

U.  S.  to 

Pacific. 

CISC( 

). 

from 
U.S. 

Califor- 
nia. 

Califor- 

I 

nia. 

Days. 

Days. 

Days. 

Days. 

Days. 

Finland*      .     .     ,     . 

Philadelphia 

133 

Aug. 

6,  1850 

117° 

15' 

W.       42^ 

Cbanning     . 

New  York 

124 

9,  1853 

115 

25 

35 

Oxnard    .     . 

II 

116 

8,  1853'115 

40 

34 

Levanter 

II 

125 

26,  1853  117 

30 

32 

119 

37.4 

150.6 

Lin  wood 

Baltimore 

116 

9,  1853  117 

00 

26 

Mary  Annah* 

New  York 

137 

9,  1853 116 

00 

38 

Highflyer     . 

4,  1853;117 

00 

29 

Celestial  Empire  .     . 

New  York 

114 

21,  18531117 

00 

31 

Flying  Dutchman 

II 

78 

Sept. 

8,  1853  119 

00 

281 

Young  America   .     . 
Cyaue      

II 
H.  Roads 

88 
109 

7,  1853  116 
12,  1853116 

00 
00 

22 
32 

- 

100.7 

27.2 

128 

Greenwich   .     ,     .     . 

Boston 

128 

16,  1853 116 

00 

27 

Gertrude      .     .     .     . 

New  York 

116 

Oct. 

8,  1850116 

00 

301 

Sovereign  of  the  Seas 
Windward  .     .     .     . 

II 
II 

83 
105 

27,  1852  119 
4,  1853116 

47 
00 

20 
29 

- 

101.3 

26.3 

127.6 

F.  P.  Sage*      .     .     . 

II 

142 

18,  1853116 

00 

34  J 

Comet 

II 

102 

Nov. 

15,  1853'116 

00 

251 

John  Wade      .     .     . 

Boston 

95 

27,  1853117 

00 

24  y 

98 

24.5 

123 

Wizard*  (from  Eio)  . 

New  York 

27,  1853 116 

00 

22  j 

Comet 

II 

88 

Dec. 

28,  1851 117 

00 

16) 

Winged  Arrow     .     . 

Boston 

108 

27,  1853 118 

00 

18  I 

94 

18 

112 

Sam'l  Russell   .     .     . 

New  York 

86 

31,  1853  117 

00 

20  J 

* 

CROSSINGS  BETWEEN  120°  AND  125°  W.  LONG. 


Westward-Ho 
Acasta     .     . 
Kensington 
Tartar      .     . 
Uncle  Toby 
Flying  Cloud 
Cleopatra     . 
Amazon  .     . 
Anglo-Saxon 


Boston 
Sag  Harbor 
New  York 
Philadelphia 
Boston 
New  York 
Boston 
New  York 


89 
171 

129 
104 
103 
71 
103 
118 
127 


Jan.   13, 

March  10, 

June  24, 

July  24, 

31, 

Aug.  12, 

3, 

4, 

Sept.  18, 


1853122 
1851il20 
1851122 
1851 121 
1853  121 
1851 124 
1853  122 


1853 
1853 


121 
121 


06 
30 
45 
30 
15 
00 
00 
00 
00 


18 

89 

18 

28 

171 

28 

39 

129 

39 

30) 

103.5 

30.5 

19) 

27  y 

97.3 

29.6 

42 

23 

127 

23 

107 
199 
168 

134 


126.6 
150 


CROSSING  WEST  OF  125°  W.  LONG. 


Tagus 


New  York 


*  Not  included  in  the  average. 


126 


June  15,  1851 


128  00 


46 


]26 


46   172 


86 


682 


THE  WIND  AND  CURRENT  CHARTS. 


Average  Length  of  lest  Passages  of  Galifomia-hound  Vessels  from  the  Atlantic  Ports  of  the  U.  S.  to  the  Equator 
in  the  Pacific,  and  from  the  Equator  in  the  Pacific  to  San  Francisco — arranged  according  to  the  Month  and 
the  Longitude  of  crossing  the  Equator. 


Month  of  crossing 

From  U.  S. 

No.  of  pas- 

Averages 

No.  of  pas- 

Place of  crossing 

Average 

Average 

the  equator  in 

to  the 

sages  from 

from  the 

sages  from 

the  equator  in 

from  U.  S. 

passage  of 

Shortest  passage  from  the 

the  Pacific. 

equator  in 

which  aver- 

equator 

which  aver- 

the Pacific. 

to  Cali- 

the whole 

U.  S.  for  the  month. 

the  Pacific. 

ages  are 
determined. 

to  Cali- 
fornia. 

ages  are 
determined. 

fornia. 

month 
from  U.  S. 

Days. 

Days. 

Between 

Days. 

Days. 

By  the 

January  .    .     . 

103 

6 

25 

6 

105—110 

125 

103 

17 

23 

17 

110—115* 

126 

*Sword-Fish,  91  days. 

88 

3 

19 

3 

115—120 

100 

122 

89 

1 

18 

1 

120—125 

107 

February      .     . 

112 

2 

29 

2 

100—105 

141 

111 

6 

29 

6 

105—110 

140 

99 

10 

24 

10 

110—115* 

133 

134 

*Contest,  100  clays. 

89 

1 

18 

1 

115—120 

107 

March      .     .     . 

107 

1 

42 

1 

90—  95 

149 

112 

2 

28 

2 

100—105 

140 

108 

11 

26 

11 

105—110 

130 

107 

13 

25 

13 

110—115* 

132 

134 

*Surprise,  97  days. 

115 

6 

26 

6 

115     120 

141 

171 

1 

28 

1 

•  120—125 

199 

April  .... 

135 

1 

42 

1 

95—100 

187 

122 

2    . 

27 

•     3 

100—105 

149 

113 

4 

27 

4 

105—110 

143 

100 

13 

25 

13 

110—115* 

125 

128 

*Flying     Cloud,     89 

97 

7 

23 

7 

115—120 

119 

days. 

May     .... 

140 

1 

38 

1 

95—100 

178 

82 

1 

30 

2 

100—105* 

112 

*Sea     Serpent,     108 

104 

8 

30 

8 

105—110 

134 

135 

days;  and  the 

% 

110 

6 

28 

6 

110—115* 

138 

*Sword-Fish,108d'ys. 

111 

7 

28 

7 

115     120 

138 

June    .... 

113 

3 

40 

3 

95—100 

153 

108 

6 

36 

6 

100—105* 

144 

*Sea     Serpent,     113 

123 

14 

39 

14 

105—110 

147 

144 

days. 

106 

14 

32 

14 

110     115 

139 

112 

7 

32 

7 

115—120 

144 

129 

1 

39 

1 

120—125 

168 

July     .... 

100 

5 

32 

6 

100—105 

132 

108 

5 

33 

5 

105—110* 

132 

♦Staffordshire,       101 

109 

6 

31 

6 

110—115 

140 

137 

days. 

114 

5 

29 

5 

115     120 

143 

103 

2 

30 

2 

120—125 

134 

August    .     .     . 

89 

2 

31 

2 

100—105 

120 

100 

3 

25 

3 

105     110 

127 

108 

8 

30 

8 

110—115 

141 

138 

119 

7 

37 

7 

115—120 

150 

97 

3 

29 

3 

120—125* 

126 

*Flying     Cloud,     90 

September    .     . 

130 

1 

39 

1 

95—100 

169 

days. 

117 

2 

40 

2 

100—105 

157 

128 

3 

30 

3 

105—110 

158 

112 

11 

29 

11 

110—115 

140 

141 

100 

4 

27 

4 

115—120* 

127 

*Flying     Dutchman, 

127 

1 

23 

1 

120—125 

150 

106  days. 

October    .    .    . 

108 

3 

29 

3 

100—155 

137 

112 

3 

27 

3 

105—110 

139 

134 

108 

12 

26 

12 

110—115 

135 

♦Sovereign     of     the 

101 

4 

26 

4 

115—120* 

127 

Seas,  103  days. 

ROUTE  TO   CALIFORNIA. 


683 


Average  Length  of  best  Passages  of  Oalifor7iia-bou7id  Vessek,  etc. — Continued. 


Month  of  crossing 

From  U.  S. 

No.  of  pas- 

Averages 

No.  of  pas- 

Place of  crossing 

Average 

Average 

the  equator  in 

to  the 

sages  from 

from  the 

sages  from 

the  equator,  in 

from  U.  S. 

passage  of 

Shortest  passage  from  the 

the  Pacific. 

equator  in 

which  aver- 

equator 

which  aver- 

the Pacific. 

to  Cali- 

the whole 

U.  S.  for  the  month. 

the  Pacific. 

ages  are 
determined. 

to  Cali- 
fornia. 

ages  are 
determined. 

fornia. 

month 
from  U.  S. 

Days. 

Days. 

Between 

Days. 

Days. 

By  the 

November    .     . 

95 

2 

25 

2 

100—105 

120 

108 

4 

28 

4 

105     110 

138 

134 

113 

12 

24 

12 

110—115* 

137 

*SeaWitcli,  108  days. 

98 

2 

24 

2 

115—120 

123 

December     .    . 

100 

1 

26 

1 

100—105 

126 

102 

5 

23 

5 

110—115 

125 

120 

94 

3 

18 

3 

115—120* 

112 

*Comet,  104  days. 

Let  us  see  what  light  the  information,  contained  in  these  two  tables,  will  throw  upon  the  best  Cali- 
fornia route,  as  well  as  upon  the  best  season  of  the  year  for  that  voyage. 

The  shortest  monthly  mean  is  120  days,  and  that  is  for  the  vessels  that  crossed  the  equator  in  the 
Pacific,  during  the  month  of  December.  And  to  this  crossing  they  had  an  average  run  of  99  days. 
Vessels  that  sail  from  the  United  States  to  California,  in  all  of  September  and  October,  are  the  vessek 
which,  upon  an  average,  should  have  the  fairest  winds  and  make  the  best  passages. 

The  crossings  that  have  given  the  shortest  passage  to  San  Francisco  for  each  month  are  marked 
(p.  682)  with  an  asterisk  (*),  and  the  name  of  the  vessel  quoted  in  the  last  column. 

It  is  of  some  consequence,  in  deciding  as  to  the  best  crossing-place  on  the  equator,  that  the  navigator 
should  have  an  idea  as  to  the  parallels  near  which  he  may  expect  to  lose  the  S.  E.  trades ;  for  the  equatorial 
limits  of  these  winds  change  with  the  season. 

In  March,  you  will  occasionally  carry  them  several  degrees  over  into  the  northern  hemisphere.  But 
in  this  month  they  are  generally  near  the  verge  of  their  extreme  declination  towards  the  south.  When 
you  lose  them  and  get  the  N.  E.  trades,  keep  away  with  a  good  rap  full,  never  aiming  to  cross  the  parallel 
of  20°  north  to  the  east  of  long.  125°  west.  Unless  the  winds  force  you  off,  aim  to  be  in  shore  of  the 
meridian  of  130°  W.  when  you  lose  the  K  E.  trades. 

When  you  do  lose  them,  if  then  you  have  to  fight  the  calms  and  baffling  winds  of  the  horse  latitudes, 
make  the  best  of  your  way  on  a  due  north  course,  till  you  cross  this  belt  of  calms,  or  catch  a  good  wind, 
or  get  into  the  variables  beyond.    I  shall  have  more  to  say  upon  this  subject  at  some  other  time. 

In  April,  you  will  carry  these  trades  for  a  little  farther,  and  so  on  farther  and  farther  until  October, 
when  the  northern  edge  of  them  becomes  stationary  and  commences  to  return  south.  It  reaches  its 
farthest  parallel  of  southern  declination  in  March  or  April. 

It  may  be  well  here  to  make  a  general  remark  as  to  the  influence  of  extensive  arid  plains  which  the 
navigator  may  find  to  the  east  of  him  as  he  sails,  in  any  part  of  the  ocean,  across  the  belt  of  the  N.  E.  or  S.  E. 
trade-winds. 

In  the  summer  and  fall,  the  influence  of  these  winds  is  felt  far  out  to  sea.     The  monsoons  of  India 


684  '        THE  WIND  AND  CURRENT  CHARTS. 

aro  due  to  such  au  influence ;  so  are  the  monsoons  in  the  Atlantic;  in  the  Gulf  of  Mexico;  and  in  the  Pacific 
off  the  coasts  of  Central  America ;  and  so,  indeed,  are  all  monsoons  produced. 

Why,  then,  not  have  a  monsoon  in  the  southeast  trades  of  the  Pacific,  since  South  America  and  the 
pampas  of  Buenos  Ayres  are  to  windward  of  them  ? 

In  the  first  place,  the  Andes  stand  up  as  a  screen  between  them  and  those  plains ;  and  in  the  next 
place,  those  plains  are  neither  so  very  extensive  nor  so  arid  when  we  come  to  compare  them  with  the  vast 
deserts  of  Africa  and  Asia. 

But,  nevertheless,  in  order  to  keep  away  from  the  land,  and  clear  of  its  influence,  though  feeble  upon 
the  winds  of  the  South  Pacific,  navigators  should,  when  wiuds  are  fair  and  opportunities  favorable,  endeavor 
to  make,  while  they  are  well  to  the  south,  westing  enough  to  keep  clear  even  of  the  slight  influence  that 
the  land  in  South  America  exerts  upon  the  winds  along  its  west  coast. 

Therefore,  after  you  have  doubled  Cape  Horn,  and  gained  an  offing  from  the  land,  there  is  no  necessity 
for  running  a  thousand  miles  or  more  off  from  the  South  American  coast,  as  from  the  coasts  of  Central 
America  you  have  to  do,  in  order  to  get  better  winds.  The  chief  advantage  of  making,  while  south  of  the 
parallel  of  35°  or  40°  S.,  the  meridian  near  which  you  intend  to  cross  the  equator,  is,  that  there  the  degrees 
of  longitude  are  short,  and  therefore  easy  to  run  down ;  and  that  when  you  have  made  your  westing  down 
there,  you  can  spread  the  more  canvas  when  you  get  the  S.  E.  trades,  which  you  will  then  have  on  the 
quarter.  If  you  put  off  making  westing  until  you  get  these  winds,  you  will  then  have  to  stand  away  to 
the  northward  and  westward  through  them,  which  course  will  bring  them  aft,  and  therefore  make  them  less 
favorable. 

The  Flying  Cloud's  track  beautifully  illustrates  this  view.  On  her  celebrated  passage,  she  passed  along 
the  west  of  South  America,  in  the  southern  winter  time,  when  the  influence  of  the  land  there  upon  the 
winds  is  the  least.  She  crossed  the  line  in  August,  in  124°,  far  beyond  the  influence  of  the  disturbing 
agents  in  North  America. 

This  passage,  however,  of  the  Flying  Cloud  should  be  alluded  to,  not  as  a  rule,  but  rather  as  an  excep- 
tion. Nevertheless,  she  does  not  so  out-top  all  hope  of  reasonable  expectations,  that  other  ships  may  not 
strive  to  surpass  her.    For,  though  she  has  set  a  good  example,  that  example  will  yet  be  more  than  followed. 

It  appears  from  the  summing  up,  that  the  average  passage  to  California,  for  all  classes  of  ships  that 
use  the  Charts,  is,  the  year  round,  133*  days.  "When  these  investigations  commenced,  the  average  passage 
the  year  round,  of  all  classes  of  ships  from  the  Atlantic  ports  of  the  United  States  to  California,  was  18Q  days. 

For  that  part  of  the  route  between  New  York  and  the  line  in  the  Atlantic,  the  average  time  saved  is 
ten  days  to  each  ship;  for  the  average  passage  to  the  equator  in  the  Atlantic,  was,  by  the  old  route,  41  days; 
it  is  now,  by  the  new,  31. 

The  following  table  may  be  interesting.  It  gives  the  crossing- places  of  the  line  in  the  Pacific,  and  the 
time  from  the  United  States,  with  the  names  of  many  of  the  vessels  by  which  the  shortest  passage  in  each 
month  was  made. 


*  Being  a  gain  of  three  days  within  the  last  year. 


BOUTE  TO  CALIFORNIA. 


685 


Name  of  Ship  and  Place  of  crossing  the  Equator  in  the  Pacific  on 

the  Shortest  Passages  for  each  Month. 

KAME  OF  VESSEL. 

To  line  in 

Place  of  crossing. 

Line  to  Cali- 

Total from  U.S. 

Crossed  the  line  iu 

Pacific. 

fornia. 

to  California. 

the  month  of 

Days. 

Days. 

Days. 

Flying  Fish 

74 

112°  00' W. 

18 

92 

January. 

John  Gilpin  ........ 

78 

116     00 

16 

94 

It 

Flying  Fish 

77 

120     00 

23 

100 

<i 

Sword-Fish 

71 

110     00 

20 

91 

K 

Celestial 

84 

113     00 

23 

107 

II 

Wild  Pigeon 

88 

109     00 

17 

105 

(1 

Golden  Gate 

90 

106     00 

23 

113 

II 

Westward-Ho 

89 

122     00 

18 

107 

II 

Kingleader 

85 

110     00 

25 

110 

II 

Eagle 

85 
84 

112     00 
111     00 

19 
16 

104 
100 

II 

Contest 

February. 

Trade-Wind 

85 

112     00 

16 

101 

11 

89 

118     00 

18 

107 

II 

Hazard 

107 

109     00 

24 

133 

II 

113 

110     00 

18 

131 

II 

Cyclone 

93 

115     00 

20 

113 

II 

88 

111     00 

19 

107 

March. 

Storm 

87 

110     00 

23 

110 

II 

Flying  Childers 

91 

117     00 

22 

113 

11 

Surprise 

80 

110     00 

17 

97 

II 

103 

110     00 

18 

121 

11 

Telegraph 

91 

106    00 

24 

115 

II 

Eagle  Wing 

82 

113     00 

23 

105 

II 

Tornado    

79 

118     00 

22 

101 

April. 

Eagle 

92 
90 

115     00 
113     00 

21 
14 

113 
104 

11 

Phantom 

II 

Celestial 

98 

110     00 

22     . 

120 

II 

Samuel  Eussell 

90 

118     00 

20 

110 

II 

ilo 

113     00 

21 

136 

II 

Game  Cock 

94 

109     00 

16 

110 

II 

74J 

110     00 

15 

m 

II 

Archer 

84 

112     00 

22 

106 

II 

86 

119     00 

20 

106 

(1 

Sword-Fish 

84 

114     00 

2i 

108 

May. 

Stag  Hound 

93 

114    00 

21 

114 

u 

Stag  Hound 

90 

96     00 

34 

124 

II 

84 

107     00 

44 

128 

II 

Stag  Hound 

95 

116     00 

26 

121 

June. 

87 

111     00 

30 

117 

II 

Competitor 

89 

114     00 

25 

114 

II 

89 

115     00 

32 

121 

II 

Seaman's  Bride 

92 

115     00 

29 

121 

II 

88 

101     00 

25 

113 

II 

Governor  Morton 

91 

102     00 

32 

123 

II 

85 

'    112     00 

32 

117 

II 

Hornet 

87 

113     00 

20 

107 

July. 

94 

115     00 

31 

125 

u 

Staffordshire . 

83 

108     00 

18 

101 

II 

Cohota 

103 

110     00 

23 

126 

II 

Empire 

97 

102     00 

35 

132 

II 

100 

103     00 

33 

133 

11 

Flying  Cloud 

71 

124     00 

19 

90 

August. 

N.  B.  Palmer 

88 

114     00 

19 

107 

i( 

Union 

91 

101     00 

28 

119 

II 

686 


THE  WIND  AND   CUEEENT  CHABT3. 


Name  of  Ship  and  Place  of  crossing  the  Equator  in  the  Pacific  on  the  Shortest  Passages  each  Month — Continued. 


NAME  OF  VESSEL. 

To  line  in 

Place  of 

crossing. 

Line  to  Cali- 

Total from  U.  S. 

Crossed  the  line  in 

Pacific. 

fornia. 

to  California. 

the  month  of 

Days. 

Days. 

Days. 

White  Squall 

96 

110° 

00' w. 

22 

118 

August. 

Cleopatra 

103 

122 

00 

27 

130 

a 

N.  B.  Palmer 

101 

114 

00 

24 

125 

September. 

Witch  of  the  Wave 

90 

114 

00 

25 

115 

(I 

Templetou 

123 

112 

00 

27 

150 

(1 

Belle  of  the  West 

104 

112 

00 

24 

128 

It 

Golden  State 

99 

112 

00 

24 

123 

II 

John  Bertram 

91 

114 

00 

24 

115 

II 

Flying  Dutchman 

78 

119 

00 

28 

105 

" 

Young  America 

88 

116 

00 

22 

110 

II 

Jamestown 

103 

25 

128 

October. 

Sovereign  of  the  Seas      .... 

83 

120 

00 

20 

103 

II 

Raven  

85 

112 

00 

20 

105 

11 

83 

115 

00 

21 

104 

II 

Typhoon  

87 

115 

00 

19 

106 

II 

Sea  Witch 

91 

114 

00 

17 

108 

November. 

Winged  Arrow 

95 

115 

00 

22 

.117 

II 

Raven  

93 
94 
91 

105 
109 
115 

00 
00 
00 

29 
25 
26 

122 
119 
117 

II 

Raven  

II 

Witch  of  the  Wave 

II 

Trade- Wind 

91 

115 

00 

24 

115 

IC 

John  Wade 

95 

117 

00 

24 

119 

II 

John  Wade 

94 

111 

00 

23 

117 

December. 

Comet 

88 
From  Rio 

117 
124 

00 
00 

16 
14 

104 

u 

White  Squall 

II 

Unknown      

91 

113 

00 

21 

112 

II 

Skylark 

96 

114 

00 

21 

117 

II 

Samuel  Russell 

86 

117 

00 

20 

106 

II 

Winged  Arrow 

108 

118 

00 

18 

126 

II 

In  urging  upon  California-bou 

nd  vessels  t' 

le  import 

ance  of  rr 

laking  westii 

ig  about  the 

parallel  of  60° 

S.,  I  do  not  mean  that  they  should  expose  themselves  to  heavy  weather,  or  contend  against  adverse 
circumstances,  in  order  to  get  west  on  this  part  of  the  route;  I  simply  mean  that,  if  a  vessel,  after  doubling 
the  cape,  can  steer  a  W.  N.  W.  course  as  well  as  a  N.  W. ;  or  a  N.  W.  as  well  as  a  N.  N".  W. ;  or  a  N.  N.  W. 
as  well  as  a  N.  course,  that  she  should  on  all  such  occasions  give  preference  to  the  course  that  has  most 
westing  in  it,  provided  she  do  not  cross  50°  S.  to  the  westward  of  100°  or  thereabouts ;  nor  30°  S.  to  the 
westward  of  120° ;  nor  enter  the  S.  E.  trade-wind  region  to  the  west  of  the  last-named  meridian.  This  is 
the  western  route.  It  is  so  called  because  it  requires  you  to  keep  as  far  west  within  certain  limits  as  you 
well  may  without  running  broad  off  to  make  westing,  or  without  fighting  with  head  winds,  or  baffling 
winds,  or  calms,  to  get  west. 

The  western  route  from  Cape  Horn  to  California  is  to  be  preferred  by  all  vessels  that  double  the  Horn 
from  May  till  October  inclusive.  This  route  lies  well  out  from  the  land;  so  that  the  influence  of  the  land 
upon  the  winds  will  not  be  as  marked  as  it  is  at  the  same  season  along  the  eastern  or  usual  route. 

The  farther  from  the  land,  the  more  regular  and  steady  the  wind,  may  be  safely  taken  as  a  general  rule. 

There  is  much  more  land  in  the  northern  than  in  the  southern  hemisphere;  and  the  action  of  the  sun's 


ROUTE  TO   CALIFOENIA.  687 

rays  ia  our  summer  time  upon  this  excess  of  the  land,  very  materially  interferes,  as  my  researches 
abundantly  prove,  with  the  regular  course  of  the  N.  E.  trades. 

Where  is  there  such  a  thing  known  as  a  regular  monsoon  in  the  southern  hemisphere?  The 
monsoons  of  India  and  the  China  seas  are  due  this  excess  of  land  in  our  hemisphere.  So  are  the  African 
monsoons  of  the  Atlantic,  the  monsoons  of  the  Pacific,  and  those  of  the  Gulf  of  Mexico.  They  are  all 
produced  by  the  action  of  the  rays  of  the  sun  upon  extensive  deserts,  or  wide  and  arid  plains  in  the 
northern  hemisphere.  There  may  be  a  monsoon  south  about  New  Holland  and  Madagascar ;  but  we  are 
speaking  of  what  we  know  certainly  to  be  the  case. 

In  the  interior  of  North  America,  between  the  parallels  of  30°  and  40°  N.,  there  is  an  immense  region 
of  country  that  is  parched  with  drought  during  the  summer  and  fall ;  the  influence  of  this  region  is,  as  I 
have  before  remarked,  felt  by  the  winds  of  the  Gulf  of  Mexico,  by  the  winds  of  the  intertropical  regions  of 
the  Pacific  beyond  Central  America,  and  by  the  winds  out  upon  the  high  seas,  off  the  coast  of  California 
and  Oregon ;  these  winds,  for  many  miles  out  to  sea,  feel  that  influence,  obey  it,  and  assume  the  character 
more  or  less  of  monsoons  during  our  summer  and  fall. 

In  the  discovery  of  this  fact  we  have  the  key  to  the  California  route,  from  the  equator  up. 

A  vessel  that  crosses  the  equator  in  August  or  September,  as  far  as  120°  or  125°  "W.,  is  some  1,500 
miles  from  the  Continent,  and  about  2,500  miles  from  the  centre  of  this  disturbing  agent.  Being  bound 
from  the  crossing  to  California,  she  has  the  belt  of  N.  E.  trades  to  cross.  These  winds  blow  with  much 
more  regularity  to  the  west  of  120°  than  they  do  at  this  season  in  with  the  coast.  Having,  therefore,  to 
cross  them,  the  vessel  is  enabled  to  do  it  by  a  course,  on  the  average,  between  N.  N.  W.  and  N.  W.  This 
course  brings  her  out  of  them  as  far  west,  it  may  be,  as  145°,  about  the  latitude  of  San  Francisco.  But 
this  is  the  season  when  N.  "W.  and  westerly  winds  most  prevail  in  this  part  of  the  ocean  also. 

On  account  of  the  atmospherical  disturbance  situated  in  the  interior  of  North  America,  as  before 
explained,  and  in  the  latitude  of  San  Francisco,  or  as  high  up  as  40°  (for  that  will  be  found  occasionally 
not  too  far  for  a  vessel  on  the  western  route  to  go),  the  degrees  of  longitude  are  not  long,  and  with  fair 
winds  it  will  not  take  many  days  for  her,  when  near  the  parallel  of  40°,  to  run  down  10°,  or  15°  of 
longitude. 

According  to  all  these  California  passages,  and  the  results  which  they  show,  it  appears  that  it  is 
possible  for  a  vessel  under  canvas  to  make  a  run  from  New  York  to  San  Francisco  in  eighty-five  days. 
And  it  does  not  appear  that  there  has  ever  been  a  combination  of  circumstances  and  a  succession  of  winds 
which  would  have  made  it  possible  for  any  vessel  to  have  done  this  more  than  once  or  twice  in  the  last 
three  years.  If  the  Flying  Cloud  or  the  Sword-Fish,  after  crossing  the  line  in  the  Pacific,  had  met  with  the 
winds  which  the  White  Squall  had  thence  to  San  Francisco,  she  would  have  made  the  run  in  eighty-five 
days.  Eighty-five  days  may  be  regarded,  therefore,  as  the  shortest  combined  passage,  and  as  the  minimum 
limit  oi  possible  passages  from  any  one  of  the  Atlantic  ports  of  the  United  States.  .  It  is,  therefore,  we  may 
infer,  within  the  range  of  probability  that  the  passage  by  ships,  at  their  present  rate  of  speed,  may  be  made 


688 


THE  WIND  AND  CUKEENT  CHARTS. 


in  eighty-five  days  from  the  Eastern  States  to  California;  but  it  is  scarcely  probable,  for  it  is  barely  within 
the  range  of  possibility,  that  it  will  ever  be  made  in  less  time. 

Mean  monthly  average  passages  from  50°  south  to  the  equator,  and  from  the  equator  to  San  Francisco, 
as  determined  by  the  passages  prior  to  1854,  and  given  in  the  sixth  edition  of  this  work,  compared  with 
the  mean  of  the  passages  made  since  the  1st  January,  1854,  and  now  given  in  this  edition. 


AVEEAGE  PASSAGES. 

From  50°  S.  to 

Equator. 

From  Equator  to  San  Francisco 

January. 

Mean  of  18  vessels 

prior  to  January,  1854,     . 

.    27.7 

days. 

25.5  days. 

a 

6 

II 

since             "            " 

.     24.6 

II 

22.8 

II 

February. 

Mean  of  25 

11 

prior  to  January,  1854, 

.     28.8 

II 

24.4 

II 

it 

"           3 

11 

since 

.     24.0 

II 

24.0 

11 

March. 

Mean  of  25 

11 

prior  to  January,  1854, 

.     29.6 

11 

26.8 

II 

11 

5 

11 

since 

•    25.0 

11 

23.0 

11 

April. 

Mean  of  18 

II 

prior  to  January,  1854, 

.     30.2 

11 

81.3 

11 

II 

4 

II 

since 

.     21.0 

11 

21.8 

11 

May. 

Mean  of  37 

11 

prior  to  January,  1854, 

.     30.3 

11 

30.4 

u 

<i 

5 

11 

since             "            " 

.    31.8 

11 

37.2 

II 

June. 

Mean  of  23 

11 

prior  to  January,  1854, 

.    31.1 

11 

32.4 

11 

II 

4 

11 

since 

.     33.5 

11 

33.7 

II 

July. 

Mean  of  10 

II 

prior  to  January,  1854, 

.    29.4 

11 

28.2 

II 

u 

"        10 

11 

since            "            " 

.    31.2 

II 

83.2 

II 

August. 

Mean  of  18 

11 

prior  to  January,  1854, 

.    27.3 

11 

34.0 

11 

II 

13 

II 

since 

.    25.0 

II 

30.7 

II 

September. 

Mean  of  10 

11 

prior  to  January,  1854, 

.    24.4 

11 

28.8 

11 

11 

"        11 

II 

since             "            " 

.    30.7 

11 

28.0 

11 

October. 

Mean  of  15 

11 

prior  to  January,  1854, 

.    25.7 

II 

24.6 

11 

11 

10 

11 

since             "            " 

.    26.3 

II 

26.4 

II 

November. 

Mean  of  14 

11 

prior  to  January,  1854, 

.    24.7 

11 

24.7 

11 

11 

3 

II 

since 

.    21.7 

11 

22.5 

II 

December. 

Mean  of  15 

II 

prior  to  January,  1854, 

.    25.7 

II 

24.1 

11 

II 

13 

II 

since            " 

.    23.8 

II 

22.9 

II 

The  showing  of  this  tabular  statement  is  very  encouraging.  It  shows  generally  that  as  these  routes,  with 
the  winds  and  the  currents  by  the  way  have  become  better  understood,  there  is  a  shortening  of  passages. 
The  total  average  gain  from  50°  S.  to  San  Francisco,  since  the  publication  of  the  last  edition,  has  been  a 
day.    The  gain  by  the  month  has  generally  been  marked,  except  for  September.   Here  the  loss  to  the  equator 


FKOM  PANAMA  TO   CALIFORNIA   AND  THE  NORTHWEST.  689 

has  been  6  days.  The  gain  for  January,  February,  March,  and  April,  has  beeu  from  5  to  10  day.s  each.  It 
is  interesting  to  mark  this  improvement. 

The  Farallones,  seven  small  islands  about  thirty  miles  from  San  Francisco,  are  in  the  fair  way  to  the 
harbor.  They  aflFord  a  fine  landmark,  and  should  be  made  by  all  inward-bound  vessels.  The  course  from 
the  South  Farallone  to  the  mouth  of  the  harbor  is  about  N.  73°  E.,  true,  distance  27  miles;  or  by  compass 
N.  E.  by  E.  \  E.     "  The  fort  on  the  south  point  of  the  island  of  Alcatraces,"  is  said  to  be  the  best  course  in.* 

Vessels  upon  approaching  The  Heads  of  San  Francisco,  especially  in  the  winter  months,  are  liable  to 
be  beset  by  fogs.  I  have  reports  of  some  vessels  that  have  had  fine  runs  all  the  way  from  the  United 
States ;  and  yet,  when  they  got  almost  in  sight  of  the  port,  have  been  enveloped  with  and  delayed  by  fogs 
for  many  days. 

The  positions  of  the  following  named  points  or  places  along  the  coast  of  California  have  been  deter- 
mined by  the  Coast  Survey.  They  differ  somewhat  from  the  Wind  and  Current  Charts ;  I  therefore  quote 
them  in  this  place: — 

San  Clemente  (S.  E.  end  of  Island  of  San  Clemente)       .        .    33°  00'  00"  K,  118°  34'  00"  W. 


San  Nicholas  (S.  E.  end  of  Island  of  San  Nicholas) 
San  Luis  Obispo  (Bay  of  San  Luis  Obispo)     . 
San  Simeon  (Bay  of  San  Simeon)  . 
fPoiut  Pinos  (Bay  of  Monterey)    . 
Prisoner's  Harbor  (Island  of  San  Miguel) 
Cuyler's  Harbor  (Island  of  San  Miguel)  . 


33°  14'  12"  N.,  119°  25'  00"  W. 
35°  10'  37"  N.,  120°  43'  31"  W. 
85°  38'  24"  N.,  121°  10'  22"  W. 
36°  37'  59"  K,  122°  00'  10"  W. 
34°  01'  10"  N.,  119°  40'  00"  W. 
34°  00'  00".N.,  120°  20'  27"  W. 


PROM  PANAMA  TO  CALIFORNIA  AND  THE  NORTHWEST. 

The  passage  under  canvas  from  Panama  to  California,  as  at  present  made,  is  one  of  the  most  tedious, 
uncertain,  and  vexatious  that  is  knawn  to  navigators. 

The  voyage  from  Valparaiso  to  California  is  a  shorter  one,  in  point  of  time,  than  is  that  from  Panama, 
though  the  latter,  as  it  regards  distance,  is  not  half  so  long  as  the  former. 

A  brother  officer  of  the  navy,  now  no  more,  writing  from  San  Francisco  several  years  ago,  said : — 

"  I  learned,  on  my  arrival  at  Panama,  that  great  numbers  of  sailing  vessels  were  in  the  habit  of 
resorting  thither  for  the  purpose  of  taking  passengers  and  freight  to  San  Francisco  ;  but  to  my  surprise  I 


*  See  Sailing  Directions  by  Captain  Cadwallader  Ringgold,  U.  S.  N.,  -1851. 

f  The  only  place  named  on  the  Charts.  The  others  are  small  towns  and  harbors,  the  names  of  which  arc  not  on  the  Wind  and 
Current  Charts,  though  the  places  for  them  are. 

The  object  of  these  Charts  should  not  be  forgotten  by  navigators.  They  are  intended  to  illustrate  the  winds  and  currents ;  to  show 
the  tracks  of  vessels  at  sea,  and  to  serve  the  practical  purposes  of  the  navigator  until  he  reaches  the  land,  when  it  is  presumed  he  will 
be  guided  by  Pilot's  or  local  charts,  and  not  by  the  Track  Charts,  for  running  into  port. 

87 


690  THE  WIND  AND  CURRENT  CHARTS, 

heard  that  they  seldom  made  the  passage  under  90  days,  and  often  were  120  days  on  the  way.  There 
were  then  many  vessels  there,  all  ready  to  sail,  and  among  them  the  clipper  ship  Hornet,  none  of  which 
has  yet  arrived,  though  53  days  have  intervened. 

"  One  of  the  clipper  ships  some  time  since  made  the  passage  in  45  days,  by  standing  to  the  southward 
as  if  bound  to  Callao,  and  making  all  her  westing  in  the  S.  E.  trades,  south  of  the  line.  This  is  such  a 
roundabout  way  of  getting  to  San  Francisco  from  Panama,  that  there  must  be  something  wrong  in  the 
courses  steered  by  the  vessels  which  take  the  northern  passage.  It  is  well  known  that  there  is  a  strong 
westerly  current  running  past  the  Galapagos  Islands,  which,  by  my  own  experience  on  one  occasion,  I 
found  to  be  sixty  miles  in  twenty-four  hours'.  This  current  extends  to  the  eastward  almost  to  Point  Malo, 
and  westerly  entirely  across  the  Pacific,  though  not  so  strong  as  in  the  vicinity  of  the  Galapagos.  It 
strikes  me  that  navigators,  with  proper  instructions  as  to  this  current  and  the  prevailing  winds,  ought 
always  to  make  this  passage  in  certainly  not  more  than  forty  days. 

"  Knowing  that  you  had  few,*  if  any  abstracts  of  this  passage,  I  took  the  liberty  of  telling  Captain 
Goodrich  that  these  logs  would  be  valuable  to  you,  and  suggested  that  he  get  as  many  of  them  together  as 
possible  and  send  them  to  you." 

That  this  voyage  can,  with  a  better  knowledge  of  the  winds  and  currents  than  navigators  now  possess, 
be  shortened  very  considerably,  I  have  no  doubt. 

But|  unfortunately,  only  a  few  of  the  vessels  in  the  Panama  trade  send  me  abstracts  of  tlieir  logs. 

As  soon  as  I  can  collect  materials  enough  to  justify  a  discussion  of  this  passage,  I  will  undertake  it. 
In  the  mean  time,  drawing  upon  such  slender  sources  of  information  as  I  chance  to  have,  I  venture  the 
following  suggestions  as  to  the  route  from  Panama  to  the  northward  and  westward.  I  say  suggestions,  for 
my  information  is  not  sufficient  to  justify  the  application  of  the  more  positive  term  of  Sailing  Directions 
to  the  remarks  I  have  to  make.  , 

I  have  more  than  once,  while  preparing  this  work,  called  the  attention  of  navigators  to  the  system  of 
monsoons  off  the  Pacific  coast  of  Central  America.  It  is  this  system  of  monsoons  and  the  calms,  or  equa- 
torial doldrums  as  they  are  called,  which  are  always  to  be  found  between  the  N.  E.  and  the  S.E.  trade-winds, 
or  between  the  monsoons  and  each  of  these  two  systems  of  winds,  that  contribute  so  much  to  the  prolonga- 
tion of  the  passage  from  Panama. 

Of  course,  where  two  winds  meet  from  difierent  quarters,  every  navigator  knows  he  must  have  a  belt 
of  calms  or  light  baffling  airs;  for  a  wind  from  the  N. E.  and  a  wind  from  the  S.  E.  cannot  blow  each  at 
the  same  time  and  place.  Therefore,  when  two  such  winds  meet,  their  line  of  meeting  is  marked  by  calms 
and  baffling  airs. 

Now,  my  investigations  have  been  carried  far  enough  to  show  that  at  certain  seasons  of  the  year,  a 
vessel  bound  from  Panama  to  California,  must  cross  at  least  three,  at  some  seasons  four,  such  meetings  of 
winds,  or  bands  of  calms,  before  she  can  enter  the  region  of  N.  E.  trades.     Hence  the  tedious  passage. 


*   1  still  have  very  hyr. 


FROM  PANAMA   TO   CALIFORKIA   AND  THE   NORTHWEST.  691 

But,  although  the  researches  connected  with  these  Charts  have  revealed  this  fact,  the  materials  upou 
which  they  are  founded  are  not  sufficient  to  show  with  certainty  the  best  way  of  avoiding  these  calm  and 
baffling  regions. 

In  the  absence  of  more  especial  information,  and  in  view  of  the  important  interests  to  be  subserved 
by  a  shortening  of  the  passage  from  Panama  to  California  and  Oregon,  I  venture  the  following  suggestions 
as  to  that  passage.  These  suggestions  are  derived  from  the  light  which  the  experience  of  those  Panama 
traders  whose  logs  I  have,  cast  upon  the  subject.  But  this  light  is  feeble,  because  the  materials  whence  it 
is  derived  are  meagre.  Still,  they  amount  to  several  thousand  observations  carefully  made;  and  in  the 
aggregate  they  are  worth  more  than  the  experience  of  any  single  navigator  in  that  trade  can  possibly  be. 
Nevertheless,  I  do  not  ask  for  them  that  degree  of  confidence  to  which  the  Sailing  Directions  given  in  this 
work  are  generally  entitled.  These  suggestions,  added  to  individual  experience,  will  probably  be  found 
by  navigators  to  be  of  some  service. 

In  the  discussion  of  the  winds  as  it  is  conducted  for  the  Pilot  Charts,  Panama  and  its  approaches  are 
included  between  the  parallels  of  5°  and  10°  N.  Between  these  parallels,  and  east  of  85°  west,  it  appears, 
from  the  observations  which  have  been  discussed,  that  the  prevailing  winds  in  November,  December, 
January,  May,  June,  and  July,  are  between  N.  W.  and  S.  W.,  inclusive;  that  in  December,  January, 
February,  and  March,  they  prevail  about  one-fifth  of  the  time  from  the  northward  and  eastward;  that 
.  calms  are  least  prevalent  in  the  month  of  March,  the  prevailing  wind  for  March  being  N.  W. ;  and  for  June 
S.  W. ;  though  N.  W.  winds  are  also  frequent  in  June ;  and  that,  for  the  other  months,  the  observations 
are  too  few  to  give  any  indication  as  to  the  prevailing  winds. 

Between  the  same  two  parallels,  but  to  the  west  of  85°,  and  as  far  as  95°,  the  prevailing  winds  are  in 
December,  January,  and  February,  N.  E. ;  in  March  and  April  they  are  variable,  prevailing  alternately  froni 
N.  E.  and  N.  W.  In  May,  June,  July,  August,  and  September,  they  prevail  from  south  to  S.  W.  inclusive ; 
in  October,  from  S.  E.  to  S.  W.,  inclusive.  In  November,  they  are  inclined  to  variable ;  though  from  S.  E. 
by  the  way  of  south  to  W.  S.  W.  is  the  favorite  quarter. 

It  is,  moreover,  indicated  that  to  the  east  of  80°  the  winds  in  December,  January,  and  February,  pre- 
vailing as  they  do  from  the  northward  and  westward,  are  generally  favorable  for  getting  to  the  southward 
and  westward,  by  steering  S.  S.  W.  or  S.  "W". ;  that  in  ilay,  calms  are  frequent,  and  the  prevailing  points  of 
the  wind  are  decidedly  W.  S.  W.,  S.  W.,  and  S.  E. ;  and  in  June,  W.,  W.  S.  W.,  S.  W.,  and  N.  W. ;  but  as 
the  favorite  point  is  west,  and  calms  are  not  so  frequent  as  in  May,  June  appears  to  be  a  more  propitious 
month  than  May  for  arossing  the  parallel  of  5°  N.  by  a  southwardly  course  from  Panama.  Between  5° 
and  10°  N.,  for  the  other  months  I  have  not  observations  enough,  to  the  east  of  80°,  to  justify  me  in  any 
remarks  as  to  the  winds. 

Neither  have  I  observations  enough  for  January,  February,  or  March,  to  the  east  of  80°,  and  between 
0°  and  5°  N.,  to  authorize  deductions;  but  for  all  the  other  mouths  of  the  year,  they  are  abundant.  They 
show  that,  to  the  east  of  80°,  between  the  equator,  and  5°  N.,  the  winds  are  steady  between  S.  E.  by  the 
south  to  west,  and  that  calms  are  most  frequent  in  this  part  of  the  ocean  during  the  months  of  December 


692  "THE  WIND  AND  CUKKEITO  CHARTS. 

and  April.  The  points  from  which  the  winds  most  prevail  are,  in  December,  S.  W.;  in  April,  S.  S.  W., 
and  S.  W. ;  in  May,  June,  and  July,  S.  W. ;  in  August,  S.  S.  W.,  and  S.  W. ;  in  September,  S.  W. ;  in 
October  and  November,  from  S.  E.,  to  W.  S.  W. 

Between  80°  and  85°  west,  from  the  equator  to  5°  N.,  the  prevailing  direction  of  the  wind,  all  the  year, 
is  between  S.  E.,  and  west  by  the  way  of  south ;  though  from  March  to  August,  inclusive,  it  is  most  inclined 
to  be  variable.     In  December,  March,  and  April,  calms  are  most  frequent. 

Between  85°  and  90°,  the  prevailing  quarter  for  the  wind,  all  the  year,  from  the  equator  to  5°  N.,  is 
between  S.  E.,  and  S.  W.  It  is  most  variable  from  January  to  June,  inclusive.  In  March  and  June,  the 
N.  E.  trades  are  frequently  found  here ;  calms  are  most  prevalent  in  March. 

Continuing  west  between  the  same  parallels,  the  region  from  90°  to  95°  west  seems  to  be,  of  all,  the 
most  liable  to  calms  the  year  round.  From  October  to  January  inclusive,  they  are  not  so  frequent  as  in 
the  other  months,  being  less  frequent  in  October.  From  S.  E.  to  S.  S.  W.,  is  the  ruling  quadrant  for  the 
•winds  here,  all  the  year ;  though  from  January  to  June  inclusive,  they  go  from  N.  E.,  around  by  the  way 
of  east,  to  west. 

To  the  west  of  95°  they  are  steady  between  S.  E.  and  south,  except  from  January  to  May  inclusi  ve. 
In  January,  February,  and  March,  they  often  get  as  far  north  as  N.  E.,  and  in  April  and  May,  as  far  as 
E.  N.  E. 

Now,  then,  after  carefully  studying  this  description  of  the  wind,  derived  it  is  true  from  no  great 
abundance  of  materials,  I  have  to  suggest  the  following  routes  for  the  consideration  of  navigators  bound 
northwest  from  Panama. 

From  the  Bay  of  Panama  make  the  best  of  your  way  south  until  you  get  between  5°  N.  and  the 
equator. 

Being  between  these  two  parallels,  it  will  be  for  the  navigator  to  decide  whether  he  will  shape  his 
course  west,  and  keep  between  them  until  he  crosses  the  meridian  of  95°  west,  or  whether  he  will  cross 
the  equator,  and  make  his  westing  in  south  latitude,  with  the  southeast  trades  on  his  quarter.  The  winds 
that  he  finds  between  5°  and  the  line  should  decide  this  question  for  him.  If  he  can  get  west  here,  with  a 
good  breeze,  he  should  crack  on,  and  when  his  good  wind^leaves  him,  steer  S.  again. 

If  the  passage  from  Panama  be  attempted  in  January,  February,  March,  April,  May,  or  June,  time 
will  probably  be  saved  by  going  south  of  the  equator ;  for,  at  this  half  of  the  year,  the  northeast  trades  and 
the  equatorial  doldrums  are  often  found  between  the  equator  and  5°  N.  Between  the  meridians  of  80°  and 
85°  west,  in  this  part  of  the  ocean,  these  winds  and  calms  are  found  even  in  the  months  of  July  and 
August.  Therefore,  in  coming  out  of  Panama,  and  after  crossing  5°  N.,  in  any  season,  make  a  S.  W. 
course,  if  the  winds  will  allow.  If  the  wind  be  S.  W.,  brace  up  on  the  starboard  tack  ;  but  if  it  be  S.  S.  W., 
stand  west,  if  it  be  a  good  working  breeze.  But  if  it  be  light  and  baffling,  with  rain,  know  that  you  are  in 
the  doldrums,  and  the  quickest  way  to  clear  them  is  by  making  all  you  can  on  a  due  south  course. 

Suppose  that,  after  crossing  5°  N.,  you  have  got  to  the  west  of  85°  without  having  crossed  the 
equator.     Now,  if  the  time  of  the  year  be  in  that  half  which  embraces  July  and  December,  the  prevailing 


ROUTES  BETWEEN  CALIFORNIA   AND  ASIA.  693 

winds  will  be  between  S.  E.  and  south  inclusive,  and  the  course  is  west  as  long  as  there  is  a  breeze ;  as 
soon  as  the  breeze  dies  away,  and  you  begin  to  fight  the  baffling  airs,  conclude  that  you  are  ia  the  vicinity 
of  the  doldrums  that  are  often  found  here  either  between  the  N.  E.  and  S.  E.  trades,  or  between  one  of  these 
trades  and  the  system  of  southwardly  monsoons  that  blow  north  of  the  line,  and  between  the  coast  and 
the  meridian  of  95°  west. 

These  belts  of  doldrums  lie  east  and  west,  and  the  shortest  way  to  cross  them  is  by  a  due  north  and 
south  line ;  therefore  let  it  be  a  rule,  whenever  the  navigator  finds  himself  in  one  of  these  calm  belts,  to 
make  all  the  latitude  possible,  for  by  that  means  he  will  soonest  clear  it. 

Having  crossed  the  meridian  of  95°,  stand  away  to  the  northward  and  westward  with  a  free  wind. 

West  of  longitude  100°,  and  between  the  parallels  of  5°  and  10°  N.,  the  winds,  in  the  months  of 
November  and  December,  are  variable  between  N.  E.  and  south,  by  way  of  east.  In  January,  February, 
and  March,  they  are  quite  steady  as  N.  E.  trades.  In  April,  they  are  variable.  The  doldrums  are  generally 
found  between  those  parallels,  in  this  month.  During  the  rest  of  the  year,  the  winds  are  all  the  time 
between  S.  E.  and  S.  W.      • 

It  will  be  well  to  cross  the  parallel  of  10°  N.  at  least  as  far  west  as  the  meridians  of  105°  or  110°  W. 
Here,  between  the  parallels  of  5°  and  10°  N.,  the  winds  in  November  are  steady  from  S.  S.  E.,  and  S.; 
December,  April  and  May  are  the  months  for  the  doldrums  in  this  part  of  the  ocean. 

Having  crossed  the  parallel  of  10°  N.,  between  105°  and  110°,  the  navigator  is  then  in  the  fair  way  to 
California.     See  Sailing  Directions  for  California. 

In  making  the  west  coasts  of  Mexico  and  the  United  States,  the  kelp  is  said  to  form  an  excellent 
landmark.  This  weed  is  very  long,  and  grows  on  the  rocks  at  the  bottom.  When,  therefore,  in 
approaching  the  coast,  you  come  across  lines  or  swarths  of  tangled  kelp,  its  being  tangled  or  matted  is  a 
sign  that  it  is  adrift.  It  is  afloat  in  deep  water,  and  you  may  sail  boldly  through  it  without  fear.  But 
when  you  come  across  it  tailing  out  straight,  it  is  then  fast  to  the  rocks  at  the  bottom,  and  it  is  dangerous 
to  get  among  it. 

Vessels  out  of  San  Francisco  intending  to  touch  at  Panama  or  any  of  the  ports  south,  should  stand 
out  well  from  the  Mexican  coast.  Information  as  to  the  best  route  for  these  passages  is  wanting.  But  I 
should  with  such  information  only  as  I  at  present  have,  with  regard  to  this  navigation,  feel  disposed,  were 
I  bound  from  San  Francisco  to  Panama,  to  steer  straight  for  the  line  somewhere  about  105°  west,  and 
stand  on  south  until  I  could,  with  the  S.  E.  trades,  run  in  on  the  starboard  tack  for  the  land. 


ROUTES  BETWEEN  CALIFORNIA  AND  ASIA. 

This  voyage  is  the  counterpart  of  the  route,  going  and  coming,  between  the  Capes  of  Virginia  and  the 
Straits  of  Gibraltar;  with  this  difference,  that  the  Pacific  Ocean  is  much  broader  than  the  Atlantic,  and  that 
the  winds  are  much  better  developed  out  upon  the  Pacific,  than  they  are  iu  the  Atlantic;  and,  therefore, 


694  THE  WIND  AND  CUEREXT  CHARTS. 

the  passage  each  way,  between  California  and  China,  will  be  a  more  certain  passage  than  that  between  the 
Capes  of  Virginia  and  the  Straits. 

The  distance  between  California  and  China  or  Japan  being  nearly  double  the  distance  between  the 
United  States  and  Europe,  a  vessel  navigating  those  waters  has  a  wider  range  in  latitude  than  one  trading 
across  the  Atlantic  has,  in  which  to  hunt  good  winds.  All  vessels  going  west  from  California  will,  almost 
of  necessity,  stand  to  the  southward  and  westward  from  the  trades,  and  all  vessels  from  China  or  Japan, 
coming  this  way,  will  first  make  for  the  variables,  which  they  will  find  strong  and  good  from  the  westward, 
between  35°  and  40°  in  winter  and  spring ;  between  40°  and  45°  in  summer  and  fall.  Those  mariners 
who  understand  the  navigation  between  the  Capes  of  Virginia  and  Europe,  will  have  no  difficulty  about 
the  route  both  going  and  coming,  between  California  and  China.  The  only  difference  is  that  in  the  latter 
voyage  they  can,  without  so  much  inconvenience,  go  further  both  to  the  north  and  the  south  for  the  salie 
of  better  winds. 

In  summer  and  fall,  vessels  bound  to  China  or  Japan  need  not  go  as  far  south  for  "steady  trades,"  as 
they  do  in  winter  and  spring. 

The  following  from  gentlemen  navigating  the  North  Pacific,  will  serve  to  illustrate  the  rule  as  to  these 
routes.  In  order  to  enter  into  an  elaborate  discussion  of  them  according  to  the  month,  the  records  of  many 
journals  must  be  first  consulted,  and.  when  my  corps  of  observers  shall  furnish  these,  I  shall,  I  hope,  be 
ready  for  the  task. 

Clipper  ship  Sword-Fish  (Charles  Collins),  San  Francisco  to  China. 

June  17,  1853.  Lat.  35°  25'  N.;  long.  126°  35'  W.  Sailed,  2  P.M.  pilot  left;  4  P.  M.  lost  use  of 
mainsail,  gallantsail ;  stay  parted ;  foggy.    Distance  sailed,  236  miles. 

June  18.    Lat.  32°  30' N.;  long.  132°  7' W.     First  part,  clear ;  ends  foggy.    Distance  sailed,  340  miles. 

June  19.     Lat.  30°  36'  N. ;  long.  130°  34'  W.    Fair  breeze,  hazy  weather.      Distance  sailed,  280 
miles. 

June  20.  Lat.  28°  40'  K;  long.  140°  49'  W.  Fair  breeze,  hazy  weather.  Distance  sailed,  250 
miles. 

June  21.    Lat.  26°  53'  K;  long.  144°  23'  W.     Trades,  pleasant  weather.     Distance  sailed,  225  miles. 

June  22.     Lat.  25°  25'  K ;  long.  147°  46'  "W.     Trades,  pleasant  weather.    Distance  sailed,  202  miles. 

June  23.     Lat.  23°  56' K;  long.  151°  14' W.     Trades,  pleasant  weather.    Distance  sailed,  201  miles. 

June  24. .  Lat.  22°  49'  N. ;  long.  153°  27'  W.  Light  airs  and  calms.  "  Blow,  Mow."  Distance  sailed, 
142  miles. 

June  25.  Lat.  21°  30'  N.;  long.  156°  40'  W.  Light  airs;  5  A.  M.,  "Land  ho!"  Morree  Island. 
Distance  sailed,  208.     Total  distance  run,  2,084  miles— average  per  day,  232  miles. 

June  26.  Lat.  20°  5'  N, ;  long.  160°  15'  W.  Light  breeze ;  2  P.  M.  in  the  passage  of  the  islands;  passage 
eight  days  and  two  hours. 

June  27.     Lat.  18°  33' N. ;  long.  162°  46' W.    Very  light  airs.     Distance  sailed,  180  miles. 


KOUTES   BETWEEN   CALIFORNIA   AND   ASIA.  696 

June  28.     Lat.  18°  34'  N. ;  long.  166°  W.     Very  light  airs.     Distance  sailed,  181  miles. 

June  29.    Lat.  18°  87'  K;  long.  170°  4'  W.    Good  breeze  this  day.    Distance  sailed,  240  miles. 

June  30.     Lat.  18°  37' N.;  long.  173°  21' W.     Calm,  and  light  airs.     Distance  sailed,  190  miles. 

July  1.  Lat.  18°  50'  N.;  long.  176°  48'  W.  Bent  old  sails;  ship  does  not  sail  so  fast  as  with  heavy 
suit;  IJ  knot  difference  by  log. 

July  2.     18°  38' K;  long.  180°  W.     Light  trades  on  meridian.     Distance  sailed,  195  miles, 

July  4.     Lat.  18°  38' K;  long.  176°  W.    Fine  trades.    Distance  sailed,  230  miles. 

July  5.  Lat.  18°  43'  N.;  long.  172°  51'  W.  Light  trades;  this  the  fourth  at  home.  Distance  sailed, 
190  miles. 

July  6.     Lat.  18°  47' K;  long.  169°  16' "W.    Light  trades,  squally.    Distance  sailed,  212  miles. 

July  7.     Lat.  18°  52'  N.;  long.  165°  29'  W.     Fair  trades;  heavy  swell.     Distance  sailed,  228  miles. 

July  8.     Lat.  18°  49'  K;  long.  161°  53'  W.     Fair  trades;  heavy  swell.     Distance  sailed,  210  miles. 

July  9.     Lat.  18°  42'  N. ;  long.  157°  25'  W.     Fair  trades ;  pleasant.     Distance  sailed,  262  miles. 

July  10.    Lat.  18°  35'  K;  long.  154°  38'  W.    Light  airs.     Distance  sailed,  157  miles. 

July  11.     Lat.  18°  25'  N. ;  long.  150°  27'  W.     Light  airs ;  hot  and  sultry.     Distance  sailed,  222  miles. 

July  12.  Lat.  18°  19'  N. ;  long.  146°  54'  W.  Light  airs;  hot  and  sultry;  ends  squally.  Distance 
sailed,  229  miles. 

July  13.  Lat.  18°  20'  N. ;  long.  143°  28'  W.  Light  airs;  5  P.  M.  "  Land  ho !"  Islands  of  Pagon  and 
Alamaguan  (Ladrone  Islands) ;  8  P.  M.  passed  through  all  clear.     Distance  sailed,  210  miles. 

July  14.  Lat.  18°  19'  N.;  long.  139°  57'  W.  Begins  light  air;  ends  squally.  Distance  sailed,  210 
miles. 

July  15.  Lat.  19°  27' K ;  long.  135°  38' W.  Squally ;  much  rain ;  lightning  and  thunder.  Distance 
sailed,  265  miles. 

July  16.  Lat.  21°  4'  N. ;  long.  127°  W.  Commences  very  warm;  2  A.M.  sharp  chain  lightning; 
looks  very  bad ;  expect  a  typhoon;  in  all  sail  except  fore  and  main  topsails,  they  close  reefed;  battened 
down  all  hatches.  Daylight,  strong  breeze ;  overhead  clear ;  horizon  foul,  and  looks  bad ;  this  may  be  caused 
by  the  ship's  drawing  in  between  the  N.  E.  trades  and  S.  W.  monsoons.  The  ship  went  nine  knots,  wind 
abeam,  under  two  close-reefed  topsails;  made  sail  as  required.     Distance  sailed,  260  miles. 

July  18.  Lat.  27°  28' K;  long.  125°  14' W.  Strong  breezes  midnight,  all  sail.  Distance  sailed,  253 
miles. 

July  19.  Lat.  30°  50'  N. ;  long,  no  observation.  Thirty-six  hours  in  this  day.  11  hours  30  min. 
A.M.  made  Saddle  Island;  11  P.M.  anchored  for  daylight  off  Gutzlafl"  Island  (Shanghai  entrance).  Dis- 
tance sailed,  224  miles.     Passage  32  days,  9  hours. 

Whole  log  distance  run,  7,200  miles;  average  per  day,  since  leaving  California,  225  miles. 

Daylight  took  Shanghai  pilot,  and  proceeded  up  the  Yang-tse-kiang, 


(jff$  THE   WIND  AND   CUKRENT   CHARTS. 


Shanghai,  October  iih  to  19th,  1854. 
Dear  Sir  :  Last  year,  I  crossed  from  San  Francisco  to  this  place  in  the  Surprise,  in  the  months  of 
July  and  August,  and  had  a  good  run  of  38  days  across.  Your  Wind  and  Current  or  Pilot  Charts  were 
not  then  out  I,  think,  at  least  I  had  not  seen  them ;  I,  for  want  of  some  such  directions  as  you  give,  took 
my  own  course,  and  kept  far  to  the  north  of  the  Sandwich  Islands,  and  had  a  tolerable  good  run  all  the 
way  with  much  fine  weather,  while  the  Mystery  and  some  others  went  further  south  in  the  old  track,  and 
had  much  wet  and  squally  weather,  and  longer  passages  generally.  You  have  my  abstract  and  some 
others  for  reference.  This  voyage  I  left  nearly  one  month  later,  and  although  I  have  your  Wind  and 
Current  Charts  of  the  Pacific,  on  this  passage,  I  kept  north  of  all  the  tracks  given,  and  have  had  very  light 
winds  all  the  way  across  ;*  in  fact,  my  sails  have  flapped  against  the  masts  all  the  way ;  you  will  see  my 
track  by  abstract,  which  I  forward  you.  I  sailed,  after  leaving  San  Francisco,  5,580  miles  by  log,  without 
taking  in  a  skysail  or  a  royal  studding-sail,  the  wind  veering  and  hauling  from  E.  S.  E.  to  E.  N.  E. 
generally ;  weather  fine  as  one  could  wish,  and  too  hot  to  work  in  the  sun  much  of  the  time.  I  passed  over 
and  near  several  spots  where  islands  are  laid  down  in  my  Charts ;  I  saw  none  of  them  except  Gardiner's 
Island,  off  N.  W.  of  the  Sandwich  Islands,  in  the  neighborhood  of  the  other  mentioned  islands.  I  saw 
many  birds  of  various  kinds,  and  have  mentioned  them  in  my  abstract  as  you  request,  and  have  also  tried 
the  temperature  of  the  water,  &c.  My  chronometers  are  very  near  correct,  I  find  on  my  arrival.  I  passed 
between  North  and  Sulphur  Islands,  two  of  the  Volcano  Group,  and  send  you  a  rough  sketch  of  them. 
It  may  be  of  use  to  some  one,  as  I  have  no  guide  for  any  of  these  islands,  whether  they  are  high  or  low, 
and  some  of  them  may  be  safely  run  for  in  the  night,  and  others  must  not.  I  have  seen  all  of. this  group, 
and  they  are  in  the  track  of  vessels  bound  for  Shanghai  from  San  Francisco.  The  north  and  south  ones 
may  be  run  for  any  time,  being  high  and  bold ;  but  the  middle  one  is  low  to  the  eastward,  and  cannot  be 
seen  far  in  the  night ;  the  high  hill  is  on  the  western  side.  I  ran  for  Bungalow  Island,  which  I  find  on  my 
chart,  and  made  it  just  as  I  should,  within  an  hour.  It  is  there,  and  no  mistake.  It  is  a  long,  moderately 
high  island,  and  looks,  in  a  view  I  took  of  it,  much  like  a  sperm  whale;  is  tolerably  long,  looks  green  ;  the 
wind  being  north,  I  could  not  get  any  nearer  it  than  just  to  make  out  that  it  was  certainly  an  island,  and 
distinct  from  any  other.  I  mention  this,  as  I  have  a  work,  published  in  London,  called  North  Pacific 
Directory,  by  one  Alexander  G.  Findlay  for  Laurie,  in  which  he  jumbles  up  a  mess  of  islands.  Bungalow, 
Harbor,  and  Crown  Islands,  aU  as  one,  or  supposed  so  by  Captain  McMichael,  see  page  1158 :  Montauk 
Islands!  Oct.  1st,  at  4  P.  M.  Bungalow  Island  bore  N.N".  E.  and  a  kind  of  haze  hid  it.  In  half  an  hour 
more,  at  5  P.  M.,  saw  land  N.  W.  by  N.  of  us,  extending  as  far  to  the  west  as  we  could  see,  which  I  knew 
to  be  Ousima  Island,  as  I  saw  the  same  last  year  and  ran  for  the  S.  W.  end  for  the  passage  I  intended  to 
take  through  the  chain  of  islands  from  Formosa  to  Kamtschatka.  I  ran  down  and  lay  off  until  daylight ; 
found  considerable  current  drifting  me  about,  which  is  not  worth  my  mentioning,  as  no  doubt  Com- 


*  You  were  too  near  the  calma  of  the  horse  latitudes.— M. 


ROUTES  BETWEEN  CALIFORNIA  AND  ASIA.  887 

Ringgold  will  ere  long  send  you  a  grand  account  of  all  these  islands,  and  they  mast  be  a  very  interesting 
discovery  for  him  to  make,  as  they  never  have  been  surveyed  that  I  know  of,  otherwise  their  names  and 
place  would  be  in  Bowditch's  Navigator,  as  that  work  has  many  islands  that  do  not  exist.  At  daylight, 
Oct.  2d,  I  found  myself  in  the  Passage  almost  becalmed,  going  through  very  well  until  10  A.  M.,  when  the 
tide  changed,  and  not  having  any  wind,  I  drifted  away  down  towards  Kakarooma,  a  splendid-looking 
island,  with  long  low  points  at  every  view  of  it,  and  high  land  in  the  interior.  Saw  no  shoals  off  this 
island,  except  a  high  lot  of  rocks  about  five  miles  from  the  N.  W.  point  of  the  island,  and  about  one-third 
of  the  way  from  this  island  to  Ousima,  or  an  island  off  the  S.  W.  side  or  end  of  Ousima.  The  sea  breaks 
heavily  all  around  this  heap  of  rocks,  and  in  places  between  it  and  the  main  island  of  Kakarooma,  and 
although  there  is  a  wide  passage  between  that  and  the  shore,  I  would  not  attempt  it  unless  surveyed.     The 

sides  of  the  island  of  K seem  to  be  in  a  high  state  of  cultivation,  fields  and  rows  of  trees  like  hedges, 

and  farms  finely  laid  out,  from  the  high  land  down  to  the  sea  shore;  saw  smoke  ascending  from  many 
places,  one  after  another,  as  if  it  were  given  for  a  signal  that  something  s'trange  was  coming,  and  I  have 
no  doubt  that  our  appearance  was  telegraphed  all  over  these  islands,  on  both  sides  of  the  passage,  as  we 
saw  from  hill  to  hill,  as  far  as  we  could  land.  But  although  near  enough  to  see  what  we  supposed  was 
terraces  of  fine  trees  across  the  slopes  in  valleys,  we  did  not  see  anything  that  looked  like  a  house  or 
habitation.  White  patches  on  the  sides  of  the  hills  were  at  first  takeji  for  houses,  but  proved  to  be  rocks 
of  various  colors,  from  black  to  very  white,  and  some  hill-sides  were  so  full  of  white  boulder-stones,  that 
they  looked  like  a  flock  of  white  cattle  or  sheep.  I  saw  the  same  last  year,  and,  as  they  all  remain  the  same, 
they  cannot  be  animals. 

On  the  Ousima  side,  we  saw  the  plainest,  having  been  nearer  than  the  other;  this  coast  is  full  of 
deep  bays,  large  and  small  islands,  and  off  all  of  the  headlands  and  points  there  are  large  reefs  and  rocks, 
above  and  under  water,  and  on  which  the  sea  breaks  with  considerable  violence  in  a  moderate  time.  There 
are  apparently  passages  among  them  all,  as  the  rocks  rise  high  and  abruptly  and  bluff  on  the  most  of  the 
points.  We  saw  no  sign  of  any  native  vessels  on  either  voyage,  except  a  small  sampan,  similar  to  a  Chinese 
bum  boat,  containing  four  dark  and  swarthy  looking  fellows.  They  came  out  from  behind  one  of  the  islands 
in  the  morning,  and  passed  near  us,  so  near  that  they  were  somewhat  afraid  of  us.  A  breeze  struck  us 
and  them  at  the  same  time;  they  were  standing  over  towards  Kakarooma  Island.  There  is  a  rip  caused  by 
tides,  or  meeting  of  two  seas  across  the  channel,  and  before  we  come  to  it,  it  looks  very  much  like  breakers, 
and  if  the  weather  should  be  rough,  I  have  no  doubt  it  would  be  taken  for  breakers,  for  a  reef  extending 
entirely  across  the  passage;  in  fact  Capt.  M.  Michael,  of  the  Montauk,  says,  in  his  description  of  these  islands, 
page  1158,  North  Pacific  Directory,  that  there  is  no  passage  between  the  long  low  islands  of  the  south  and 
the  high  ones  of  the  north.  I  do  not  know  any  one  that  has  passed  between  these  islands ;  you  have  an 
opportunity  of  knowing,  and  have  perhaps  received  some  communications  about  them  which  I  should  be 
glad  to  see  in  some  of  your  books,  and  I  hope  any  one  who  passes  islands  of  this  Pacific  will  describe 
them.  Lisiansky  is  mentioned  in  the  work  named  above,  and  very  correctly  described.  I  have  seen  it, 
and  should  not  run  for  it  in  the  night,  as  a  ship  could  be  lost  on  reefs  so  far  off  from  the  island,  that  it 
88 


698  THE  WIND  AND  CURRENT  CHARTS. 

could  scarcely  be  seen  from  off  deck  in  the  daytime.  I  would  say  that  on  the  N.  E.  part  of  Kakarooma 
Island,  probably  by  some  called  Crown  Island,  there  is  a  heach,  apparently  sand  beach,  extending  almost 
the  entire  length  of  the  islands,  while  on  the  other  side,  on  Ousima  Island,  the  shore  is  high  and  bluff,  and 
not  a  beach  to  be  seen.  Ousima,  I  should  think  to  be  about  100  miles  around  it,  and  the  other  island  as 
much  as  80  miles  in  circumference  ;  I  guess  this,  of  course,  it  may  be  more  or  less;  this  guess  will  give  you 
an  idea  of  the  size  of  the  small  specks  on  the  Charts.  I  could  say  more  of  these  islands,  but  thinking 
probably  you  may  have  a  much  more  correct  account  of  them,  I  will  close.  I  should  like  much  to  be  of 
a  party  to  survey  them. 

I  call  these  straits  Surprise  Straits,  she  having  been  through  them  twice. 

Oct.  20.  Since  writing  the  above,  have  arrived  in  55  days  from  San  Francisco ;  found  the  Golden 
Gate  in  before  me;  she  sailed  10  days  after  me,  and  with  a  strong  N.  E.  wind  steered  west,  and  had  a  strong 
breeze  all  the  way  across,  excepting  a  few  days.  He  saw  a  group  of  islands  25  miles  west  of  Clove  Island, 
not  on  any  chart  or  in  any  book  that  he  or  I  have.  Capt.  Pope  informs  me  that  there  is  a  survey  of  those 
islands  I  passed  between,  by  the  French.  I  suppose  we  shall  have  it  soon.  The  Sword-Fish  was  42  days 
from  San  Francisco  to  Hong-Kong  ;  sailed  two  days  before  me;  I  presume  he  went  well  south.  I  beat  all 
the  passages  across  last  year,  in  the  same  track  I  took  this  year  and  was  beaten  by  all. 

I  sent  my  abstract  from  California  before  I  noticed  the  remark  in  your  Directions  to  keep  it  entire 
until  ray  return  to  the  United  States.  A  brig  came  in  to  day  dismasted  in  a  typhoon  off  Sulphur  Island 
that  lasted  3  days.  She  was  dismasted  Oct.  4th,  the  day  that  I  arrived,  and  I  had  very  fine  weather.  This 
brig  came  across  as  I  did  in  22°  to  24°  and  had  very  light  winds  all  the  way  until  she  took  the  storm. 

Eespectfully  your  obdt.  servant, 

CHAS.  A.  RANLETT. 

Lieut.  M.  F.  Maury, 

U.  S.  Observatory,  Washington. 

Herewith  is  an  abstract  log  of  the  barque  Isahelita  Byne,  under  my  command,  on  her  late  voyage  from 
Hong-Kong  to  San  Francisco.  I  cannot  give  you  the  air  and  water,  as  my  thermometer  was  broken.  The 
barometer  is  entered  for  every  noon.  The  observations  are  at  noon,  as  corrected  from  nearest  observation 
to  noon,  apparent  time. 

June  8,  1854.  Sailed  from  Hong-Kong  for  San  Francisco  at  11  A.  M. ;  at  8  P.  M.  passed  through  the 
little  Lema  Passage ;  wind  light  and  squally  from  E.  N.  E. 

June  9.     Calm ;  at  10  A.  M.,  great  Lema  North  Point  bore  N".  by  W.,  distant  15  miles. 

June  10.  Gentle  breezes  E.  N.  E. ;  fine  weather;  6  A.  M.,  fair  breezes;  at  9  J  A.M.,  main  trussel- 
tree  gave  way,  and  everything  came  down  with  it;  at  10  hours  40  min.  came  to  anchor  in  10  fathoms 
water.    Lat.  22°  27' K ;  long.  114°  39' 30"  E. 

June  11.     Repairing. 


BOOTES   BETWEEN   CALIFORNIA   AND  ASIA.  >Wi 

June  12.  At  8  A.  M.,  wind  E.  N.  E.  to  E.  S.  E. ;  squally ;  got  under  way  and  stood  S.  E.  At  12  M, 
lat.  22°08';  long.  115°  03' E. 

June  13.  Wind  steady  at  E. ;  squalls  from  E.  N.  E.  to  S.  E.,  with  heavy  rain,  some  thunder  and 
lightning;  3  A.M.  got  soundings  in  23  fathoms;  S.  by  E.  from  Lamrock  reef;  latter  part,  heavy  squalls 
of  wind  and  rain.    Lat.  23°  22'  N. ;  long.  118°  18'  20"  E. 

June  14.  At  1  P.  M.,  soundings  on  Western  Earmosa  Shoal,  in  15  fathoms.  Wind :  light,  E.  S.  E. ; 
thick  and  rainy ;  latter  part,  gentle  breezes  S.  S.  W. ;  all  drawing  sail  set.  Barometer,  29.55.  Lat.  24° 
54' 31";  long.  120°  10' E. 

June  15.  First  and  middle  parts,  fine  S.  W.  winds ;  latter  part,  moderate,  with  appearance  of  N.  W. 
winds.    Barometer,  29.60.    Lat.  26°  40'  K;  long.  122°  50'  13"  E. 

June  16.  Light  winds  and  rain;  variable;  heavy  clouds  from  N.  W.  to  N.  E.  1  A.M.  wind  from 
N.  E.  suddenly,  with  heavy  squall ;  latter  part,  calm,  with  rain ;  drifted  12  miles  in  6  hours,  S.  by  E. 
Barometer,  29.60.    Lat.  27°  25';  long.  125°  00'  E.  • 

June  17.  First  part,  wind  E.  N.  E.;  middle  part,  same ;  latter  part,  S.  E.  with  rain.  Barometer,  29.45. 
Lat.  27°  03' ;  long.  126°  52'  07"  E. 

June  18.  First  part,  strong  breezes  from  S.  E.,  with  heavy  rain  squalls;  middle  part,  wind  S.  S.  E.  to 
S.  S.  W.  in  squalls,  heavy ;  latter  part,  same ;  run  through  between  the  Tanajasami  Islands,  and  the  coast 
of  Japan;  took  in  light  sail;  bad  sea,  and  heavy  rip.  Wind:  S.  W.  Barometer,  29.30.  Lat.  30°  55'; 
long.  131°  03'  27"  E. 

June  19.  Through  this  day  wind  from  S.  S.  W.  to  W.,  with  heavy  squalls.  Barometer,  29.35.  Lat. 
82°  20';  long.  135°  02'  12"  E. 

June  20.  First  part,  same;  middle  part,  wind  veered  suddenly  to  N.  W.;  latter  part,  wind  N.  W.  by 
W. ;  heavy  swell  from  N.  N.  E. ;  fine  weather ;  passed  between  Brisseir  and  Prince  Island.  Barometer, 
29.50.     Lat.  34°  12';  long.  140°  00'  E. 

June  21.  First  and  middle  parts,  light  winds  N.  N.  W.;  latter  part,  calm.  Barometer,  29.70.  Lat. 
34°  50';  long.  142°  07' E. 

June  22.  First  part,  calm  and  hot;  middle  part,  gentle  breezes  S.  E. ;  latter  part,  same,  and  fine 
weather  with  N.  W.  swell ;  southerly  current.     Barometer,  29.70.     Lat.  36°  30';  long.  145°  18'  27"  E. 

June  23.  First  part,  strong  breezes  S.  E.  to  S. ;  middle  and  latter  parts,  from  S.  to  S.  W.;  heavy 
squalls,  and  plenty  of  rain  ;  heavy  swell  from  N.  N.  W.    Barometer,  29.40.     Lat.  28°  50' ;  long.  150°  09'  E. 

June  24.  Throughout,  strong  gale  S.  W.  to'W.  S.  W. ;  heavy  rain ;  same  swell.  Barometer,  29.30. 
Lat.  40°  16';  long.  154°  53'  36"  E. 

June  25.  Still  blowing  heavy ;  split  maintopsail ;  sent  up  new  one.  At  4  A.  M.  wind  veered 
suddenly  to  N.  W. ;  clear  and  fine,  with  strong  breeze.     Barometer,  29.35.     Lat.  41°  20' ;  long.  159°  32'  E. 

June  26.  First  part,  strong  breezes,  and  bad  sea;  decks  full  of  water;  took  in  both  quarter  boats ; 
at  4  P.  M.  wind  veered  suddenly  to  W.  by  S. ;  heavy  squalls.    Barometer,  29.18.     Put  in  2  reefs.    Latter 


700  THE  WIND  AND  CURRENT  CHARTS. 

part,  wind  N.  W.,  more  moderate,  with  heavy  squalls ;  heavy  strata  of  clouds  in  the  north,  and  bad  N.  N.  E. 
sea.     Barometer,  29.15.    Lat.  41°  12' ;  long.  164°  06'  E. 

June  27.  Still  same ;  barometer,  29.25 ;  swell  N. ;  latter  part,  same.  Barometer,  29.30.  Lat.  41°  18° ; 
long.  171°  28'  E. 

June  28.  Still  same ;  impossible  to  keep  the  sea  from  boarding ;  heavy  sea  from  N.  N.  E. ;  another 
from  S.  W. ;  everything  calked  and  battened  down ;  no  ordinary  gale  ;  8  A.  M.  more  moderate ;  still  heavy 
squalls.     Barometer,  29.40.     Lat.  41°;  long.  176°  05' E. 

June  29.  First  part,  more  moderate ;  made  all  drawing  sail ;  clouds  breaking ;  wind  N.  N.  W.  to 
W.  N.  "W. ;  middle  part,  same;  latter  part,  heavy  squalls  from  N.  N.  W.  Barometer,  29.60.  Lat.  41°  34'; 
long.  179°  54'  30"  W.     Crossed  meridian. 

June  80.  First  part,  light  breeze  N.  N.  E.,  with  squalls  from  N.  E.;  middle  and  latter  parts,  calm. 
Barometer,  30.10.     Lat.  41°  40' ;  long.  178°  39'  W. 

July  1.  First  part,  light  air  N.  E. ;  middle  and  latter  parts,  calm,  and  thick  fog.  Barometer,  30.10. 
Lat.  41°  32';  long.  178°  07'  W. 

July  2.     Dead  calm,  with  rain. 

July  3.     Catpaws  from  E.  N.  E.  to  S.  E. ;  made  nothing. 

July  5.     Perfect  calm,  and  fine. 

July  6.  First  part,  light  easterly  airs,  thick  and  rainy ;  middle  part,  same ;  latter  part,  wind  E.  S.  E., 
light.     Barometer,  30.05.     Lat.  42°  03';  long.  178°  00'  W. 

July  7.  First  part,  gentle  breezes  S.  E. ;  thick  fog,  with  rain  squalls:  standing  N.  E.,  with  studding- 
sail  set  on  starboard  side;  saw  a  barque  standing  east  by  the  wind.  Barometer,  29.95.  Lat.  42°  30'; 
long.  177°  19'  W. 

July  8.  Light  air  from  S.  to  E.  S.  E. ;  thick  fog;  plenty  of  whales  and  birds.  Barometer,  30.30. 
Lat.  42°  45' ;  long.  175°  10'  W. 

July  9.  Throughout,  light  winds  E.  S.  E.  to  S.  S.  E.;  thick  fog,  sometimes  drizzling  rain.  Baro- 
meter, 30.30.    Lat.  42°  57' ;  long.  172°  12'  W. 

July  10.  Throughout,  light  winds  S.  E.  to  S.;  thick  fog,  drizzling  rain,  clear  at  noon.  Barometer, 
30.20.     Lat.  43°  04' ;  long.  168°  24'  W. 

July  11.  First  part,  gentle  breezes  S. ;  middle  part,  calm ;  latter  part,  light  air  N.  N.  W. ;  saw  plenty 
of  whales  and  birds ;  weather  unsettled;  no  appearance  of  wind.  Barometer,  30.15.  Lat. 43°  02';  long. 
165°  10'  W. 

July  12.  Light  airs  southwesterly,  and  cloudy ;  swell  from  N.  N.  W. ;  middle  and  latter  parts,  good 
breezes  S.  S.  W.  to  S.  S.  E. ;  fine  and  pleasant.    Barometer,  30.05.     Lat.  43°  00' ;  long.  160°  30'  W.   • 

July  13.  First  part,  light  winds  S.  to  S.  S.  E.;  middle  part,  to  S.  E.,  thick  fog;  latter  part,  wind 
same ;  fine  weather.    Barometer,  30.15.    Lat.  43°  09' ;  long.  156°  54'  W. 

July  14.  First  part,  light  winds  same,  with  rain ;  middle  part,  same ;  latter  part,  fine  weather.  Baro- 
meter, 30.30.     Lat.  43°  17':  long.  153°  24'  W. 


BOUTKS  BETWEEN   CALIFORNIA  AND  ASIA.  701' 

July  15.  First  part,  light  S.  E.  winds ;  middle  part,  nearly  calm,  with  rain ;  latter  part,  S.  E.  to  E.  S.  E., 
with  fog  and  rain.     Barometer,  30.35.     Lat.  43°  32';  long.  149°  10'  W. 

July  16.  Throughout,  light  winds  from  S.  E.  to  E.  by  S. ;  long  swell  from  N.  N.  "W.  Barometer, 
30.40.    Lat.  44°  19' ;  long.  144°  53'  W. 

July  17.  First  part,  light  air  E.  by  S. ;  any  quantity  of  Portuguese  men-of-war ;  middle  and  latter 
parts,  light  airs,  with  squally  appearances  easterly;  swell  from  N.  "W.  Barometer,  30.40.  Lat.  44°  50'; 
long.  142°  24'  30"  W. 

July  18.  First  part,  calm,  and  catpaws  from  E.  N.  E. ;  latter  part,  squally,  N.  E.  by  N.;  saw  a  schooner 
standing  northwesterly.    Barometer,  30.40.    Lat.  43°  58' ;  long.  142°  00'  W. 

July  19.  First  part,  gentle  breezes  N.  N.  E.,  with  squalls  N.;  middle  and  latter  parts,  strong  and 
heavy  squalls,  with  bad  sea  N.  N.  W.    Barometer,  30.20.     Lat.  42°  12' ;  long.  136°  40'  W. 

July  20.  First  part,  strong  breezes  and  squally,  bad  sea  N.  to  N.  N".  E. ;  middle  part,  more  steady ; 
latter  part,  moderate  N.  E.  by  N.    Barometer,  30.00.    Lat.  40°  35' ;  long.  132°  03'  W. 

July  21.  First  part,  light  airs  and  cloudy ;  middle  and  latter  parts,  gentle  breezes  N.  N.  E.  Baro- 
meter, 29.95.    Lat.  38°  10' ;  long.  127°  03'  W. 

July  22.  First  and  middle  parts,  light  wind  K,  and  misty;  latter  part,  winds  N.  W.,  thick  fog;  at 
12  M.  Cape  Rees  bore,  by  estimation,  S.  E.  f  E.,  distant  54  miles. 

July  23.  Thick  fog ;  lay  in  with  maintopsail  to  mast ;  at  10  A.  M.  cleared  up ;  Point  Bonitta  bore 
K  E.  by  E.  J  E.,  distant  9  miles. 

So  ends  this  abstract.     Variation  is  not  allowed  in  any  of  the  compassed  courses  in  this  journal. 

You  can  see  that  I  made  a  good  run  to  the  meridian,  and  I  think  that,  if  I  had  crossed  it  to  the  south 
of  parallel  of  40°,  and  not  below  37°,  I  might  have  shortened  the  passage  10  or  12  days;  but  I  crossed 
well  north,  expecting  to  find  Lieut.  M.  F.  Maury's  strong  N.  "W.  winds;  and,  on  the  contrary,  found  light 
S.  E.  winds.  I  have  crossed  the  meridian  twice  before  at  that  season — once  in  38°  10',  once  in  37°  54' — 
and  made  the  run  to  San  Francisco  in  12  days  and  15  days.  So,  my  advice  is,  do  not  cross  the  meridian 
north  of  39°  30';  there  will  be  mere  westerly  winds,  with  squally  weather. 

Your  obedient  servant, 

REUBEN  CALHOUN. 

It  is  possible  that  Capt.  Calhoun  might  have  shortened  his  passage,  by  crossing  that  arbitrary  line 
called  the  lower  meridian,  between  the  parallels  of  37°  and  40° ;  but  it  is  probable  he  would"  have  gained 
more  had  he  crossed  it  10°  farther  to  t^e  north  than  he  did.  In  the  first  place,  he  would  have  saved 
several  days'  sail  by  sticking  to  the  great  circle  route,  which  vessels  from  China  may  follow  pretty  closely, 
and  which  crosses  the  meridian  of  180°  in  about  50°.  The  reason  why  he  found  the  light  winds  he  speaks 
of,  was  because  he  was  too  near  the  horse'latitudes.  The  Trade-Wind  Chart  of  the  Atlantic,  shows  that 
the  light  airs  of  those  latitudes  frequently  reach  as  far  north  as  37°,  and  farther,  especially  in  summer,  and 
at  the  very  season  he  was  making  this  voyage.     On  account  of  the  great  circle,  the  route  from  China  to 


THE  WIND  AND   CURRENT   CHARTS. 

California,  is  in  distance  from  800  to  1200  miles  sborter  than  the  route  through  the  N.  E.  trades,  via 
Sandwich  Islands,  &c.,/rom.  California  to  China.  It  is  well,  especially  in  summer  and  fall,  when  the  weather 
is  mild,  to  bear  this  fact  in  mind. 

The  great  circle  from  the  free  porta  of  China  and  Japan  to  California  and  the  Columbia  Eiver,  may- 
be followed  by  sailing  vessels  all  the  year,  and  with  less  inconvenience  than  attends  vessels  on  the  northern 
route  between  New  York  and  Liverpool.  The  route  in  the  Pacific  is  free  from  icebergs,  and  is  not  more 
foggy  than  that  in  the  Atlantic.     As  to  the  relative  fury  and  frequency  of  the  gales,  I  cannot  speak. 


ROUTES  BETWEEN  CALIFORNIA  AND  AUSTRALIA. 

The  great  circle  distance  from  South  Australia  to  California,  is  about  7,000  miles,  and  vessels  in  the 
direct  trade  between  Australia  and  the  Pacific  coasts  of  the  United  States,  may  have  the  choice  of  routes 
going  as  well  as  coming;  going,  the  distance  to  be  sailed,  on  account  of  detour  for  the  sake  of  winds,  is  about 
7,500  miles ;  returning,  that  is,  coming  this  way  by  the  eastern  route,  the  distance  is  eight  or  nine  hundred 
miles  greater.  With  the  exception  of  the  N.  E.  trades,  on  the  passage  from  New  South  Wales,  or  Victoria 
to  California,  the  winds  are  fair,  or  may  conveniently  be  made  fair  both  ways.  A  good  N.  E.  course  can 
be  made  through  the  S.  E.  trades ;  and  a  N.  N.  W.  course,  on  the  average,  through  the  N.  E.  trades.  But 
these  courses  will  not  give  easting  enough  for  the  California-bound  trader,  and  it  therefore  becomes  a 
question  for  him  to  decide,  whether  he  will  make  up  his  easting  in  the  variables  south  of  S.  E.  trades,  or  in 
the  variables  north  of  the  N.  E.  trades,  for  in  both  of  those  systems  of  variables  westerly  winds  prevail. 

In  coming  out  of  the  Victoria  ports,  go  south  of  Van  Dieman's  Land,  or  through  Bass's  Straits,  as  you 
have  the  winds  and  find  it  expedient. 

Being  south  of  Van  Dieman's  Land  makes  it  convenient  to  pass  south  of  New  Zealand,  if  the  wind  be 
fair,  as  in  the  majority  of  cases  it  will  be.  Having  passed  south  of  New  Zealand,  steer  for  the  parallel  of 
40°  or  45°  S.,  between  the  meridians  of  150°  and  140°  W^  thence  for  the  equator  between  120°  and 
130°  W.,  crossing  by  a  north  course,  both  the  horse  latitudes  of  the  southern  hemisphere  and  the  equa- 
torial doldrums ;  then  run  through  the  N.  E.  trades  as  best  you  may,  keeping  a  "rap  full"  and  running  up 
into  the  variables  beyond  the  horse  latitude  calms  of  the  northern  hemisphere,  if  need  be,  to  complete 
your  easting  and  make  your  port. 

If  the  winds  be  not  fair  for  passing  south  of  New  Zealand,  try  Cook's  Straits  in  preference  to  passing 
to  the  north  of  New  Ulster. 

If  you  "pass  through  Cook's  Straits,  then  stick  her  well  to  the  eastward  and  take  the  eastern  passage. 
On  this  passage,  you  should  run  down  your  easting  pretty  well  before  you  get  far  enough  north  to  be 
bothered  by  the  baffling  winds  of  the  horse  latitudes  south.  If  these  come  as  low  down  as  38°  or  40°  S., 
stand  north  the  moment  you  feel  them  till  you  get  the  S.  E.  trades ;  then  cross  these  and  the  N.  E.  trades, 
both  as  obliquely  to  the  eastward  as  they  will  permit,  with  foretopmast  studding-sail  set. 


ROUTES  BETWEEN  CALIFORNIA  AND  AUSTBALIA.  708 

On  tbis  passage,  you  will  have  finally  to  run  down  your  easting  when  you  get  into  the  variables 
beyond  the  N.  E.  trades,  and  of  course  you  will  aim  to  reach  the  parallel  of  38°  or  40°  N.,  or  even  a  higher 
one  north,  to  do  this.  How  far  you  will  go  north  depends  somewhat  upon  the  distance  you  may  be  west 
of  California  when  you  lose  the  N.  E.  trades.  If  you  be  only  a  degree  or  two  from  the  land,  you  will  steer 
straight  for  your  port  without  caring  to  get  to  the  northward  of  it ;  but  if  you  be  ten  or  twenty  degrees  to 
the  west  of  it,  or  even  further,  then  of  course  the  distance  to  be  run  makes  it  an  object  to  turn  out  of  your 
way  and  go  north  in  search  of  good  winds. 

Therefore,  the  choice  of  routes  on  this  voyage  resolves  itself  into  the  answer  to  this  question :  Is  it  best 
to  make  easting  between  the  parallels  of  40°  and  50°  S.,  or  about  the  parallel  of  40°  N.  ?  If  the  former, 
then  the  eastern  route  is  the  route ;  if  the  latter,  then  the  preference  should  be  given  to  the  western  route. 

I  give  preference  to  the  eastern  route,  especially  and  decidedly  when  the  winds  at  starting  are  favor- 
able for  the  east  course.  I  have  no  doubt  but  that,  as  a  general  rule,  the  winds  by  the  eastern  route,  both 
variables  and  S.  E.  trades,  are  much  more  steady  and  reliable  than  they  are  by  the  western  route.  More- 
over, the  distance  from  the  Victoria  ports,  via  south  side  of  Van  Dieman's  Land  and  New  Zealand,  is  not 
more  than  three  or  four  hundred  miles  greater  than  it  is  by  the  most  direct  route  that  is  practicable,  and 
the  chances  of  good  winds,  by  the  eastern  route,  will,  in  my  opinion,  amply  make  up  for  this  increased 
distance. 

It  is  proper  for  me  to  state  here  that  I  do  not  give  these  Australian  sailing  directions  as  directions 
that  are  founded  on  or  derived  from  investigations  into  the  routes  actually  pursued  by  vessels  from  Aus- 
tralia to  California ;  but  I  give  them  as  deductions  drawn  from  the  knowledge  which  I  have  acquired  touch- 
ing the  general  system  of  the  winds  and  currents  out  upon  the  high  seas. 

The  most  difficult  and  uncertain  parts  of  this  passage  will  be  in  the  time  required  to  cross  the  three 
belts  of  calms,  and  to  clear  the  winter  fogs  of  California.  But  for  these,  the  eastern  passage,  from  Victoria 
to  California,  would  be  one  of  the  most  certain  passages  in  the  world. 

The  distance  from  Victoria  to  California  cannot  be  accomplished  under  canvas,  by  the  eastern  route, 
much  short  of  8,700  miles.  But  driving  captains,  with  clipper  ships  under  them,  may  expect  to  average, 
one  trip  with  another,  along  this  route,  not  far  from  200  miles  per  day.  The  clipper  rate  from  Victoria 
to  Cape  Horn,  will  probably  be  upwards  of  200  miles  a  day ;  for  I  feel  assured  there  is  no  part  of  the  ocean 
in  which  the  winds  generally  will  admit  of  more  heavy  dragging  and  constant  driving  than  they  will  in 
the  extra-tropical  regions  generally  of  the  South  Pacific,  say  on  the  polar  side  of  40°  S. 

Keturning  from  California  to  the  gold  fields  of  Australia,  the  route  out  of  San  Francisco  should  be 
down  as  soon  as  possible  into  the  N.  E.  trades,  as  though  you  were.bound  to  China,  India,  or  the  Sandwich 
Islands,  crossing  the  equator  anywhere  between  the  meridians  of  140°  and  150°  west,  according  as  you 
prefer  to  run  down  your  westing  principally  in  the  N.  E.  or  S.  E.  trades.  I  give  the  preference  to  the 
•latter  generally,  because  they  are  more  steady,  reliable,  and  certain  than  are  their  congeners  of  the 
northern  hemisphere— at  least  such  is  the  rule.    The  distance  by  this  route  to  Bass's  Straits  will  be  about 


704  THE  WIND  AND  CURRENT  CHARTS. 

7,500  miles ;  and  an  increase  upon  this  of  the  average  distance  to  be  sailed  on  the  passage  going,  together 
with  the  distance  returning,  will  not  amount,  as  before  stated,  to  more  than  six  or  eight  hundred  miles. 

Aim  to  cross  80°  S.,  on  the  passage  from  California  to  Australia,  in  the  neighborhood  of  170°  E. 

Thence,  the  course  is  between  Australia  and  New  Zealand  direct  for  your  port. 

In  these  passages,  as  on  the  California  routes  generally,  navigators  have  to  cross  the  calms  of  Cancer 
and  of  Capricorn,  as  well  as  those  of  the  equator ;  which  last  are  found  between  the  N.  E.  and  S.  E.  trade- 
winds,  but  upon  different  parallels,  according  to  the  season  of  the  year. 

It  may,  therefore,  be  remarked  here,  once  for  all — and  which  remark  navigators  bound  either  from  the 
United  States  or  from  Panama  to  California  are  requested  to  bear  in  mind — that  the  barometer  will  often 
enable  the  navigator  to  tell  when  he  has  crossed  these  belts  of  calms,  and  entered  the  trades. 

In  the  belt  of  equatorial  calms  there  is  an  ascending  column  of  air.  All  the  atmosphere  which  the 
N.  E.  and  S.  E.  trades  pour  into  this  belt,  rises  up  and  flows  off  by  counter  currents  in  the  upper  regions. 
Of  course,  then,  the  mean  height  of  the  barometer  in  the  equatorial  calms,  is  less  than  its  mean  height  in 
the  trades  on  either  side.  This  difference  does  not,  probably,  exceed  one-tenth  of  an  inch  (0.1  inch).  But 
close  attention  to  the  barometer  in  and  about  these  calms,  will  often  enable  the  navigator  to  decide  whether 
the  winds  he  may  have  be  really  trade-winds  or  not ;  for  after  having  been  fighting  these  calms,  if  you  get 
the  wind  from  N.  E.  or  S.  E.,  as  the  case  may  be,  and  the  barometer  rises,  then  you  may  be  sure  that  you 
have  the  trades. 

I  have  frequently,  in  the  course  of  this  work,  had  occasion  to  allude  to  the  equatorial  calms,  and  the 
rains  which  accompany  them.  At  this  day,  it  is  not  sufficient  to  tell  the  navigator  that  things  are  so.  He 
depends  more  upon  the  lights  of  reason  and  the  convictions  of  his  understanding,  less  upon  faith  and  the 
ipse  dixit  of  philosophers  than  he  used  to  do.  And,  therefore,  when  facts  and  phenomena  are  now  stated  to 
him,  his  first  question  generally  is,  for  the  explanation  of  them.  I  admire  this  spirit,  and  have  frequently, 
in  the  pages  of  this  work,  turned  aside  to  pay  homage  to  it.  (See  the  illustration  afforded  by  Dewey's 
Meteorological  Journal  at  Para,  p.  467,  5th  edition.) 

Where  the  two  trade- winds  meet,  they  and  the  vapors  which  they  bring  ascend,  and  it  is  then  "  the 
rainy  season." 

The  observations  of  Dewey  on  the  land,  show  clearly  enough  that,  as  the  belt  of  equatorial  calms  passes 
over  Para,  the  mean  height  of  the  barometer  is  less  than  it  is  in  the  extra-tropical  latitudes  generally,  or 
than  it  is  when  the  trade-winds  prevail  at  Para. 

There  is  no  route  on  which  close  attention  to  the  barometer,  while  crossing  these  calm  belts,  will  be  of 
more  service  to  the  navigator  than  on  the  California  route  from  Panama. — See  that  Chapter,  p.  689. 

In  the  calms  of  Cancer  and  of  Capricorn,  there  is  a  descending  instead  of  an  ascending  current  of  air ; 
therefore  the  barometer  ranges  higher,  on  the  average,  within  those  two  calm  belts  than  it  does  anywhere 
else.  The  difference,  however,  does  not  exceed  the  tenth  of  an  inch  (0.1).  Close  attention  to  this  instru-_ 
ment  will  often  enable  the  navigator  to  decide,  when  he  has  crossed  this  belt  and  got  into  the  region  of 
trades,  even  before  he  gets  the  wind  from  the  trade  quarter.     He  determines  this  by  its  fall. 


ROUTES  BETWEEN  CALIFORNIA  AND  AUSTRALIA. 


705 


The  passage  between  Australia  and  California  should  be  made  ordinarily  in  from  45  to  50  days ; — 
tbe  passage  to  the  east  being  rather  the  shorter  ;  of  course,  clipper  ships  will  occasionally  make  the  passage 
in  37  days.  See  the  remarks  about  the  Farallones,  in  the  Sailing  Directions  for  California  from  the 
United  States,  page  689. 

The  log  of  the  clipper  schooner  Heloise  illustrates  the  western  route  from  Australia  to  California. 


Abstract  Log  of  the  Schooner  Heloise  (Atkins  Dyer).     From  New  Castle,  N,  S.  Wales,  to  San  Francisco,  1855. 


Hours  of 

Date. 

Latitude 
at  noou. 

Longitude 
at  noou. 

Therm, 
attached. 

Bar. 

Fog    A. 
Rain  B. 
Snow  C. 

WINDS. 

Hail   D. 

First  part. 

Middle  part. 

Latter  part. 

Dec.  25,1854 

33°  08'  S. 

152°  20' E. 

07° 

29.90 

N.E.byN. 

N.E.byN. 

N.N.E. 

26,  " 

34    09 

155     16 

68 

30.00 

N.N.E. 

N.byE. 

N.  N.  E. 

27,  " 

34     15 

159    00 

■    68 

29.98 

N.  N.E. 

N.N.E. 

.     N.N.E. 

28,  " 

34    42 

163     02 

68 

30.00 

'N.  by  B. 

N.  by  E. 

N.  N.  E. 

N.byE. 

N.  jf.  E. 

29,  " 

34    36 

166     18 

68 

30.05 

N.byE. 
N.  N.  E. 

30,  " 

35     36 

168     55 

68 

30.10 

N.byE. 
S.W. 

North 

31,  " 

35     29 

170     30 

68 

30.20 ' 

B 

AV.S.W. 

S.E. 

Jan.    1,1855 

34    40 

172    01 

67 

30.15 

2  B 

S.B. 

E.S.E. 

E.S.E. 

2,   " 

33     53 

173    06 

68 

30.00 

E.S.E. 

S.E. 

South 

3,  " 

31     48      , 

175    20 

08 

29.78 

S.E. 

S.E. 

S.E. 

4,  " 

30     11 

177    34 

70 

29.85 

East 

East 

East 

5,  " 

28    00 

179    51 

71 

29.80 

E.byN. 

E.  by  N. 

E.  N.  E. 

6,  " 

25    44 

179    29  W. 

73 

29.80 

E.N.E. 

E.  by  S. 

E.  by  S. 

7,  " 

24    35 

178    25 

75 

29.70 

2  B 

Calm 

Calm 

Calm 

8,  " 

24    20 

178     13 

80 

29.60 

B 

Calm 

E.  by  N. 

E.  by  N. 

9.  " 

24    18 

177    57 

80 

29.50 

3  B 

East 

E.byS. 

E.  by  S. 

10,  " 

25    01 

178    00 

78 

29.20 

3  B 

E.  by  S. 

E.  by  S. 

E.byS. 

11,  " 

25     17 

178    11 

77 

29.20 

B 

E.  S.  E. 

S.E. 

S.S. 

12    " 

24    40 

177    03 

78 

29.50 

E.S.E. 

S.E. 

E.  by  S. 

13,'  " 

23    02 

175    51 

78 

29.60 

E.  by  S. 

E.byS. 

East 

14,   " 

19    58 

172    40 

80 

29.78 

E.S.E. 

E.  S.  E. 

E.S.E. 

15,   " 

17    38 

171     26 

81 

29.62 

E.S.E. 

E.S.E. 

E.  S.  E. 

16,   " 

14    33 

1C9     00 

82 

29.58 

2  B 

Calm 

N.byW. 

N.N.W. 

17,   " 

13     52 

167    01 

83 

29.52 

2  B 

N.  N.  W. 

N.  byW. 

North 

18,  " 

12    40 

165     29 

83 

29.50 

B 

North 

N.  N.W. 

N.  E.  by  N. 

19,  " 

12    27 

163     21 

82 

29.63 

B 

N.E.byN. 

N.  E. by  N. 

N.  E. by  N. 

20,  " 

9    53 

1G5     01 

83 

29.70 

2  B 

North 

North 

N.byE. 

21,  " 

8    30 

106     19 

83 

29.70 

N.E. 

N.E. 

N.E. 

22,  " 

5     30 

167     41 

83 

29.07 

N.E.byE. 

N.  E.  by  E. 

N.E.byE. 

23,  " 

3    11 

168     40 

83 

29.05 

E.N.E. 

E.  N.  E. 

E.N.E. 

24,   " 

0    12  N. 

169     23 

83 

29.65 

E.N.E. 

E.  N.  E. 

E.N.E. 

25,  " 

3     34 

169     40 

83 

29.72 

E.N.E. 

E.N.E. 

E.N.E. 

26,  " 

6     44 

169     19 

83 

29.72 

0  B 

East 

E.N.E. 

E.  N.  E. 

27,   " 

9     02 

169    47 

83 

29.76 

N.E.byE. 

N.E. 

N.E. 

28,   " 

12     11 

170    30 

80 

29.78 

6  B 

N.E. 

N.E. 

N.E. 

29,  " 

14    25 

171    58 

80 

29.76 

N.E. 

N.E. 

N.E. 

30,  " 

16     52 

173    00 

80 

29.75 

3  B 

N.E. 

N.E. 

N.E. 

31,   " 

18     39 

172    34 

79 

29.70 

E.  N.  E. 

East 

S.E. 

Feb.    1,  " 

20    48 

171    40 

78 

29.64 

B 

S.W. 

West 

W.N.W. 

2,  " 

22    40 

168    34 

78 

29.60 

2  B 

W.N.W. 

N.W. 

N.W. 

3,  " 

24    03 

165     15 

76 

29.58 

N.AV. 

N.N.W. 

N.N.W. 

4,  " 

24    51 

162    03 

75 

29.52 

B 

W.  N.  W. 

N.  N.  W. 

Calm 

5,  " 

25     28 

160    58 

73 

29.81 

s.w. 

S.W. 

S.W. 

6,   " 

26    27 

158    37 

70 

29.96 

w.  s.  w. 

W.  N.  W. 

W.  N.  W. 

7,  " 

28    00 

155     18 

68 

29.80 

B 

W.  N.  W. 

West 

West 

8,  " 

29    28 

151     15 

65 

29.80 

4  B 

West 

Calm 

W.  S.  w. 

9.  " 

30    21 

148     05 

65 

29.70 

6  B 

w.  s.  w. 

N.W. 

N.W. 

10,  " 

31    10 

145     56 

01 

29.70 

2  B 

N.W. 

AVest 

S.W. 

11,  " 

31    57 

143     12 

60 

29.78 

B  A 

s.  s.  w. 

South 

S.  S.  E. 

12,  " 

33    35 

139     00 

62 

29.98 

2  A 

S.  S.  E. 

S.  S.  E. 

South 

13,  " 

35    07 

134    48 

63 

29.98 

3  A 

South 

S.  S.  w. 

s.  s.  w. 

14,  " 

36    14 

131     28 

63 

29.98 

2  A 

s.w. 

s.w. 

s.w. 

15,  " 

36    53 

128    40 

63 

29.98 

A 

West 

N.W. 

North 

16,   " 

37    12 

123     05 

62 

29.98 

N.W. 

89 


70)5  THE  WIND  AND  CURRENT  CHARTS. 

Dec.  25,  1854.  Sea  times.  At  1  P.M.  the  "Nobbies"  Point  bore  per  compass  "W.  N.  W.,  distant 
5  miles.    Light,  baffling  airs. 

Jan.  1,  1855.     At  3  A.  M.  made  the  "Three  Kings,"  bearing  K,  distant  10  miles. 

Jan.  3.    A  heavy  swell  from  E.  N.  E.  all  this  day ;  proportion  of  sky  clear,  ^^g. 

Jan.  4.    Noon,  proportion  of  sky  clear,  y^g.     4  A.  M.,  overcast. 

Jan.  5.    Noon,  overcast. 

Jan.  6.     A  heavy  swell  from  S.  E.,  overcast. 

Jan.  7.     Perfectly  calm,  with  a  heavy  swell  from  S.  E. ;  overcast. 

Jan.  8.     Heavy  gales;  overcast. 

Jan.  9.     Increasing  gales ;  very  heavy  sea.     Ship  lying-to  under  a  storm  staysail.     Overcast. 

Jan.  11.  Blowing  a  very  heavy  gale.  Ship  still  lying-to  under  staysail;  the  fore-royal  blew  out  of 
the  gaskets.  At  7  P.  M.,  shipped  a  heavy  sea,  washing  away  binnacle  and  both  compasses,  staving  in  the 
after-cabin  windows  and  doors,  and  disabling  two  men.  At  6  P.  M.,  while  putting  extra  gaskets  on  the 
foresail,  one  of  the  men  was  blown  from  the  yards,  and  fell  upon  deck,  badly  hurting  himself.  Thus  we 
have  three  hands  disabled  out  of  a  crew  of  seven.  , 

Jan.  15.     Overcast. 

Jan.  16.  At  4  P.  M.  made  the  island  of  Marnoons,  bearing  per  compass  AV.  by  N.,  distant  about 
30  miles.    Overcast. 

Jan.  20.     Overcast. 

Jan.  26.    Proportion  of  sky  clear,  /g. 

Jan.  27.     Proportion  of  sky  clear,  ^^g.     9  A.  M.,  overcast.  ^ 

Feb.  2.     Proportion  of  sky  clear,  /g. 

Feb.  4.     Overcast. 

Feb.  17.  At  4  A.  M.,  made  the  South  Farallone,  bearing  N.  W.;  distance  3  miles.  At  10  A.  M., 
took  a  pilot.     (53  days.) 


ROUTES  FROM  CALIFORNIA  TO  CALLAO.  YOt 


FROM  CALIFORNIA  TO  CALLAO. 

The  best  route  from  California  to  Callao  is  an  interesting  subject  to  almost  all  vessels  in  the  California 
trade,  for  many  of  them  go  in  ballast  from  San  Francisco  to  the  Chincha  Islands  for  guano.  These  islands 
also  supply  cargoes  to  many  homeward  bound  Australian  traders.  But  from  Australia,  the  way  is  plain 
and  the  voyage  sure ;  whereas,  from  California  it  is  difficult  and  tedious.  It  is  of  uncertain  duration,  and 
the  best  route  is  still  undecided. 

Many  very  clever  navigators  give  a  decided  preference  to  the  eastern  passage  from  California ;  but 
while  they  judge,  for  the  most  part,  each  by  his  own  individual  experience,  I  have  the  experience  of  them 
all  to  guide  me  in  my  judgment.  I  think  it  not  at  all  unlikely  that  the  opinion  expressed  by  Capt.  Samuel 
Shreve,  of  the  Cleopatra,  may  be  found,  on  farther  investigation,  to  hold  good  for  a  part  of  the  year.  He 
says : — 

"  I  would  advise  all  captains  leaving  San  Francisco  for  Callao  in  the  months  of  August,  September, 
and  October,  to  take  the  inner  passage ;  that  is,  being  in  the  long,  of  110°  west,  lat.  8°  north,  steer  along 
the  equator  by  the  wind,  passing  either  side,  or  between  the  Galapagos  Islands,  as  the  wind  will  permit. 
Had  I  taken  this  route  instead  of  crossing  the  S.  E.  trades,  it  would  have  shortened  my  passage  one  month, 
which  has  been  proved  by  the  '  West  Wind'  and  several  other  ships,  the  above  months.  I  inquired  of 
several  disinterested  captains  as  regards  the  passage  to  Callao;  all  advised  crossing  the  S.  E.  trades. 
It  may  do  when  the  sun  is  far  north.  This  passage  is  little  understood  as  yet ;  and  as  the  guano  trade 
has  become  of  so  much  importance,  I  feel  in  duty  bound  to  throw  in  my  mite  for  future  navigators' 
benefit,  and  to  aid  you  in  your  noble  pursuit.  I  had  no  difficulty  with  my  ship  (steady  trades)  in  beating 
from  Callao  to  the  Chincha  Islands  in  three  days.  What  difficulty  can  exist  in  beating  from  the  equator 
to  Callao?  See  what  a  glorious  run  I  had  round  the  Horn  this  time  homeward.  I  turned  the  corners 
short.  I  had  the  S.  E.  trade  very  light,  and  far  north,  until  I  reached  7°  lat.  See  westerly  currents,  &c., 
and  ships  I  spoke,  in  my  abstract  inclosed." 

Individual  cases  may  be  cited  in  favor  of  each  route,  but  upon  the  whole,  and  with  such  lights  as  I 
have,  I  am  inclined  to  give  the  preference  to  the  western  or  off-shore  route  as  the  one  which,  for  most  of 
the  year  and  on  the  long  run,  will  give  the  shortest  average  passage,  and  which  average,  when  the  route 
comes  to  be  properly  understood  and  followed,  will  probably  be  brought  down  as  low  as  50-2  days  the 
year  round. 

Most  vessels  on  this  voyage  make  a  mistake,  especially  in  summer  and  fall,  in  the  passage  across  the 
belt  of  N.  E.  trades.  Being  anxious  to  get  to  the  east,  they  edge  along,  aiming  to  lose  these  winds  in  90° 
or  100°,  as  the  case  may  be.  There  they  encounter  the  southwardly  monsoons  that  are  found  at  this 
season  of  the  year  between  the  system  of  trade  winds'  in  the  Pacific  off  the  American  coast,  as  they  are 
along  the  African  coast  in  the  Atlantic.     The  vessels  taking  this  course,  and  being  so  baffled,  have  now 


708  THE  WIND  AND  CUEEENT  CHARTS. 

to  make  a  sharp  elbow  and  run  off  8°  or  10°,  or  even  more  degrees,  to  the  westward,  before  they  clear  this 
belt  of  calms  and  monsoons  and  get  the  S.  E.  trades.     Of  course  the  voyage  is  greatly  prolonged  by  this. 

The  route  which,  as  at  present  advised,  I  would  recommend,  is,  that  navigators  steer  the  same 
course  from  California  that  they  would  if  bound  to  the  United  States,  until  they  pass  through  the  S.  E. 
trades  and  clear  the  calms  of  Capricorn.  Therefore,  I  say  to  the  Chincha  bound  trader,  when  you  get 
your  offing  from  the  "Heads,"  steer  south,  aiming  to  cross  the  line  not  to  the  east  of  115°,  for  the  rule  is, 
the  farther  east  the  harder  it  is  to  cross  the  equatorial  doldrums  in  the  Pacific,  as  well  as  it  is  in  the 
Atlantic. 

When  you  get  the  S.  E.  trades,  crack  on  with  topmast  studding-sails  set  until  you  get  the  "  brave  west 
winds"  on  the  polar  side  of  the  calms  of  Capricorn.  Now  turn  sharp  off"  from  the  route  around  Cape 
Horn,  and  run  west  until  you  bring  your  port  to  bear  to  the  northward  of  N.  E.,  when  you  may  "  stick 
her  away."  Now  by  this  rule  the  China  bound  navigator  may  sometimes,  before  he  gets  these  westerly 
winds,  find  himself  as  far  south  as  40°  or  45°,  and  as  far  west  as  120°  or  125°.  Let  him  not  fear,  but  stand 
on  until  he  gets  the  winds  that  will  enable  him  to  steer  east,  or  until  he  intercepts  the  route  from  Australia 
to  Callao,  when  he  may,  without  fear  of  not  fetching,  take  that. 

In  the  summer  and  fall  of  the  northern  hemisphere — June  to  November — the  calm  belt  of  Capricorn 
will  be  cleared  generally  on  the  equatorial  side  of  the  parallel  of  30°  south;  at  the  other  seasons,  you 
will  have  frequently  to  go  6°  or  8°  further. 

On  this  voyage,  navigators,  as  soon  as  they  leave  the  S.  E.  trades,  are  often  tempted  by  puffs  and 
"  spirts"  of  westerly  winds  to  stand  east;  and  thus  time  is  lost  by  running  east  with  a  4  or  5  knot  breeze 
in  the  calm  belt  of  Capricorn.  They  should  stand  south  until  they  clear  it,  preferring  as  a  rule  to  take 
the  chances  of  better  winds  and  the  certainty — which  is  some  compensation — of  shorter  degrees  of  longi- 
tude beyond. 

It  is  scarcely  necessary  to  remark  that  navigators,  in  order  to  understand  these  routes,  so  as  to  profit 
by  them  fully,  must  first  make  themselves  acquainted  with  all  that  has  been  said  in  previous  parts  of  this 
work  about  atmospherical  circulation,  the  trade-winds  and  monsoons  at  different  seasons  of  the  year,  the 
limits  of  these  bands  of  winds,  and  the  influence  of  deserts  and  distant  lands  upon  them.  In  other  words, 
the  navigator  who  has  taken  the  Charts  and  Sailing  Directions  for  his  guide  from  Europe  or  Atlantic 
America  to  the  Pacific,  will  necessarily  have  acquired  the  information  which  will  enable  him  properly  to 
understand  and  rightly  to  comprehend  the  Sailing  Directions  between  California,  China,  Australia,  and  the 
various  parts  of  the  world  mentioned  in  connection  with  them.  To  go  south,  along  the  coast  of  Central 
America,  is  very  much  like  going  south  in  the  Atlantic  along  the  coast  of  Africa.  The  conditions  as  to 
■winds,  calms,  and  rains,  are  very  much  the  same ;  consequently,  I  should  regard  it  as  tedious  repetition 
to  go  over  here,  for  this  part  of  the  route  to  Callao,  all  that  I  have  said  about  the  winds,  &c.,  on  the  route 
to  Rio. 

With  the  assistance  of  Lieut.  Minor,  T  am  enabled  to  present,  for  the  satisfaction  of  those  interested 
in  the  navigation  between  California  and  Peru,  a  table  of  crossings  by  the  two  routes.    The  eastern  route 


ROUTES  FROM  CALIFORNIA  TO   CALLAO.  709 

is  the  shortest  in  distance,  and  therefore,  as  it  might  be  expected,  the  quickest  runs  are  to  be  made  now 
and  then  by  the  eastern  route.  Distance  is  generally  in  its  favor,  and  a  good  run  of  luc'  in  getting  across 
the  calm  belts  and  in  turning  corners,  will  enable  a  vessel  now  and  then  to  go  very  quick.  But  when 
that  run  of  luck  is  to  occur,  no  man  can  tell;  and  while  the  route  well  fulfils  all  the  conditions  of  the 
shortest  passage  in  individual  cases,  it  also  fulfils  the  conditions  of  the  longest  on  the  average. 

Captain  Knapp,  of  the  Hornet,  had  such  a  run  of  luck,  and  made  the  quickest  passage  that  has  been 
made.  It  will  be  diflicult  to  make  by  the  western  route  or  to  beat  it  by  the  eastern ;  and  I  quote  his 
abstract  for  the  benefit  of  those  who  are  disposed  to  try  their  luck  in  the  same  way. 

Ship  Hornet  (W.  Knapp),  San  Francisco  to  Callao. 

Sept.  4,  1853.  Lat.  33°  30'  K;  long.  123°  16'  W.  Current,  }  knot,  S.  E.  Barometer,  29.80;  tem- 
perature of  air,  64° ;  of  water,  63°.  Winds :  W.  N.  W.,  N.  W.,  N.  N.  W.  At  1  P.  M.,  on  the  bar;  cast  off 
steam  tug,  and  made  all  sail,  with  light  westerly  breeze,  and  flood  tide.  At  4  P.  M.,  fine  breezes,  Forolong 
bearing  N.  W.  by  N.,  distant  25  miles.  Middle  and  latter  parts,  fine  breezes  and  clear.  I  intend  to  take 
the  in-shore  route,  if  practicable  on  trial. 

Sept.  5.  Lat.  30°  13'  N. ;  long.  122°  45'  W.  Current,  J  knot,  E.  by  K  Barometer,  29.78;  tempera- 
ture of  air,  68°  ;  of  water,  68°.  Winds :  N.  N.  W.,  N.  N.  W.,  N.  by  W.  Light  and  moderate  breezes  and 
pleasant  throughout. 

Sept.  6.  Lat.  28°  N.;  long.  121°  21'  W.  Barometer,  29.80;  temperature  of  air,  72°;  of  water,  71°. 
Wind:  N.  throughout.     Light  breezes  and  pleasant  throughout. 

Sept.  7.  Lat.  26°  14'  N". ;  long.  119°  54'  W.  Barometer,  29.78 ;  temperature  of  air,  74° ;  of  water, 
72°,     Wind :  N.  by  W.  throughout.     Light  breezes,  and  pleasant  throughout ;  smooth  sea. 

Sept.  8.  Lat.  24°  17'  N. ;  long.  119°  05'  W.  Variation  observed  I  W.  Barometer,  29.75 ;  tempera- 
ture of  air,  74° ;  of  water,  75°.  Winds :  N.  N.  W.,  N.  by  W.,  N.  by  W.  Light  baflling  airs  and  pleasant 
throughout ;  smooth  sea. 

Sept.  9.  Lat.  21°  55' K;  long.  117°  57' W.  Current,  I  knot,  E.  Barometer,  29.78;  temperature 
of  air,  76° ;  of  water,  78°.  Winds :  N.  W.  by  N.,  N.  IST.  W.,  N.  to  N.  W.  Light  variables  from  northward, 
and  pleasant ;  smooth  sea. 

Sept.  10.  Lat.  19°  57'  K;  long.  116°  58'  W.  Barometer,  29.78 ;  temperature  of  air,  79°;  of  water, 
80°.    Winds:  N. to  K N.  E.,  K K  E.  to N.,  K,  and  variable.    Light  airs,  variable,  and  hazy ;  ends  pleasant. 

Sept.  11.  Lat.  18°  44'  N.;  long.  116°  28'  W.  Barometer,  29.77;  temperature  of  air,  82° ;  of  water, 
83°.  Winds:  N.  N.  W.,  IST.  by  W.,  N.  by  W.  variable.  Light  variable  airs,  and  calms  throughout;  S. 
E.  swell. 

Sept.  12.  Lat.  17°  09'  N. ;  long.  115°  37'  W.  Current,  J  knot  southwardly.  Barometer,  29.78 ; 
temperature  of  air,  83° ;  of  water,  85°.  AVinds :  N.  N.  W.,  N.  by  E.,  N.  E.  by  N.  Light  airs  and  calms ; 
ends  light  but  steady  breezes,  and  pleasant. 

Sept.  13.    Lat.  15°  24'  N.  (D.  R.);  long.  113°  58'  W.  (D.  E.).    Barometer,  29.68 ;  temperature  of  air, 


710  THE  WIND  AND  CUREENT  CHARTS. 

84°;  of  water,  84°.  Winds:  N.  E.,  N". E.,  variable,  N.  N.  E.  and  variable.  Commences  light  breezes; 
middle  part,  cloudy,  baffling;  latter  part,  squally  and  baffling,  with  heavy  rain  squalls. 

Sept.  14.  Lat.  13°  57'  N.  (D.  E.);  long.  112°  34'  W.  (D.E.).  Barometer,  29.65 ;  temperature  of  air 
82° ;  of  water,  86°.  Winds :  E.  N.  E.  to  W.  S.  W.,  N.  K  B.  and  variable,  W.  N.  W.  and  variable.  Com- 
mences with  hard  rain  squalls  and  variables ;  middle  and  latter  parts,  variable,  calm,  with  rain. 

Sept.  15.  Lat.  11°  52'  N.;  long.  109°  06'  W.  Current,  J  knot,  N.  Barometer,  29.60,  29.82;  tem- 
perature of  air,  82° ;  of  water,  86°.  Winds :  W.  S.  W.  to  S.  W.,  W.  by  S.  to  S.  S.  W.,  S.  W.  to  S.  S.  W. 
Commences  moderate  breezes  and  squally ;  at  5  P.  M.  in  studding  sails  and  royals  and  skysails.  Middle 
part,  fresh  squalls  of  wind  and  rain ;  in  fore  and  mizzen-topgallant  sails.  Latter  part,  moderate,  with  fresh 
squalls  at  intervals ;  main-topgallant  sails  set  throughout. 

Sept.  16.  Lat.  10°  02'  N. ;  long.  106°  12'  W.  Current,  J  knot,  eastwardly.  Barometer,  29.80 ;  tem- 
perature of  air,  85° ;  of  water,  88°.  Winds :  southwardly,  S.  by  W.,  S.  W.  by  S.  Commences  fresh 
breezes  and  squally ;  middle  and  latter  parts,  moderate  breezes  and  fine  weather,  and  baffling  throughout, 
with  rough  cross  sea  and  strong  tide  rips. 

Sept.  17.  Lat.  8°  06'  N.  (D.  E.);  long.  104°  10'  W.  (D.  E.).  Barometer,  29.80 ;  temperature  of  air, 
80°  ;  of  water,  82°.  AVinds  :  S.  W.,  S.  W.  and  variable,  S.  W.  and  variable.  Commences  moderate  breezes 
and  pleasant  weather ;  set  studding-sails ;  middle  and  latter  parts,  cloudy  and  rainy,  and  variable  through- 
out ;  southerly  swell  and  tide  rips. 

Sept.  18.  Lat.  7°  02'  N.;  long.  101°  10'  W.  (Indifferent  observation.)  Current,  48  miles,  E.KE., 
in  48  hours.  Barometer,  29.76 ;  temperature  of  air,  81°  ;  of  water,  82°.  Winds :  S.  S.  W.,  S.  by  W.,  S. 
by  W.  and  S.  First  and  middle  parts,  moderate  breezes  and  much  rain,  royals  in ;  latter  part,  squally, 
southerly  sea  with  strong  tide  rips  and  indication  of  currents. 

Sept.  19.  Lat.  5°  44'  N. ;  long.  98°  W.  (Indifferent  observation.)  Current,  1  knot,  N.  E.  by  E. 
Barometer,  29.77;  temperature  of  air,  78°;  of  water,  82°.  Winds:  S.,  S.  by  W.,  S.  Moderate  breezes 
and  baffling  ;  cloudy  and  squally  throughout. 

Sept.  20.  Lat.  04°  9'  N.;  long.  94°  19'  W.  (Indifferent  observation.)  Current,  \  knot,  N.  E. 
Barometer,  29.80;  temperature  of  air,  74°;  of  water,  80°.  Winds:  S.  by  W.,  S.,  S.  Fresh  breezes,  with 
frequent  squalls  throughout ;  head  sea ,  royals  in. 

Sept.  21.  Lat.  3°  11'  N. ;  long.  90°  56'  W.  Current,  J  knot,  N.  E.  Barometer,  29.80;  temperature 
of  air,  76°  ;  of  water,  80°.  Winds :  S.  by  E.,  S.,  S.  by  E.  First  and  middle  parts,  moderate  breezes  with 
light  rain  squalls;  latter  part,  moderate  with  passing  clouds;  all  light  sails  set  by  the  wind. 

Sept.  22.  Lat.  2°  22'  N. ;  long.  87°  32'  W.  Current,  1  knot,  north.  Barometer,  29.80  ;  temperature 
of  air,  76°  ;  of  water,  80°.  Winds :  S.  by  E.,  S.,  S.  by  E.  Moderate  and  baffling  breezes  throughout,  with 
rain  squalls;  at  8  P.M.,  in  skysails. 

Sept.  23.  Lat.  1°  28'  N.;  long.  84°  24'  W.  Current,  1  knot,  KE.  by  N.  Barometer,  29.77  ;  tem- 
perature of  air,  75°;  of  water,  79°.  Winds:  S.S.  E.  to  S.,by  E.,  S.,  S.  Moderate  breezes,  baffling,  with 
light  rain  squalls  throughout;  all  studding-sails  set. 


ROUTES  FKOM  CALIFORNIA  TO  CALLAO.  711 

Sept.  24.  Lat.  0°  28'  S. ;  long.  81°  57'  W.  Current,  }  knot,  N.  N.  W.  Barometer,  29.80 ;  tempera- 
ture of  air,  72° ;  of  water,  74°.  Winds :  S.,  S.  by  W.  to  S.  S.  W.,  S.  by  W.  Moderate  and  baffling  breezes 
S.  to  S.  S.  W.,  with  light  rain  squalls  throughout.     Twenty  days  to  the  equator  in  long.  82°  west. 

Sept.  25.  Lat.  2°  1'  S.;  long.  81°  05'  W.  Current,  J  knot,  S.  E.  Barometer,  29.80 ;  temperature  of 
air,  68° ;  of  water,  76°.  "Winds :  S.  by  "W.  throughout.  Moderate  and  baffling  winds  from  S.  to  S.  S.  "W., 
with  clouds  throughout.  At  8  P.  M.  tacked  to  the  westward ;  at  4  A.  M.  tacked  to  S.  E. ;  at  meridian,  made 
Point  St.  Eleana,  Gulf  of  Guayaquil,  E.  by  S.,  distant  12  miles.  21  days  and  22  hours  from  San  Francisco 
bar. 

Sept.  26.  Lat.  3°  36'  S. ;  long.  80°  50'  W.  Current,  1  knot,  E.  N.  E.  Barometer,  29.70,  29.80 ;  tem- 
perature of  air,  64° ;  of  water,  62°.  Winds :  S.  W.  by  S.,  S.  W.  by  S.,  S.  S.  W.  and  variable.  Fresh 
breezes  and  variable,  with  strong  sea  breezes.  At  1  P.  M.,  Point  St.  Eleana  E.  by  N. ;  at  8  P.  M.  tacked  to 
westward ;  at  4  P,  M.  tacked  to  S.  E.  At  meridian.  Point  de  Sal  bore  south,  15  miles ;  Point  Picoz  E.  by 
N.  10  miles. 

Sept.  27.  Lat.  4°  51'  S. ;  long.  82°  44'  W.  Current,  J  knot,  N.  E.  Barometer,  29.80 ;  temperature 
of  air,  62° ;  of  water,  62°.  Winds :  S.  W,  variable,  S.  W.  to  S.  S.  E.,  S.  S.  E.  Moderate  breezes,  and  very 
baffling  throughout ;  ship  tacking  to  windward  to  best  advantage ;  P.  M.,  passed  two  coasters  working  to 
windward.  At  6  P.  M.,  Cape  Blanco  or  White  Cape  bearing  S.  by  W.,  distant  12  miles ;  tacked  to  west- 
ward ;  observed  many  schools  of  whales  and  blackfish. 

Sept.  28.  Lat.  6°  15'  S. ;  long.  83°  43'  W.  Current,  |  knot,  northwardly.  Barometer,  29.80 ;  tem- 
perature of  air,  66° ;  of  water,  67°.  Winds :  S.  S.  E.,  S.  S.  E.,  S.  E.  by  S.  Light  breezes  and  hazy  weather ; 
tacked  ship  as  occasion  required;  southerly  swell;  winds  baffling;  noticed  sperm  whales,  porpoises, 
albatrosses,  &c. 

Sept.  29.  Lat.  7°  16' S.;  long.  83°  20' W.  Current,  |  knot  northwestwardly.  Barometer,  29.80; 
temperature  of  air,  69°;  of  water,  66°.  Winds:  S. S.E.  throughout.  Light  and  variable  winds  through- 
out, with  hazy  weather  and  passing  clouds ;  noticed  two  schools  of  whales ;  tacked  and  stood  to  eastward 
fourteen  hours. 

Sept.  30.  Lat.  8°  34'  S.;  long.  83°  17'  W.  Current,  |  knot  N.N.  W.  Barometer,  29.83  ;  tempera- 
ture of  air,  66° ;  of  water,  66°.  Winds  :  S.  S.  E.,  S.E.  by  S.,  S.  E.  Moderate  breezes  and  passing  clouds 
throughout.    At  9  P.  M.  tacked  to  westward ;  noticed  whales,  blackfish,  albatrosses,  &c. 

Oct.  1.  Lat.  11°  30'  S.;  long.  84°  41'  W.  Current,  f  knot,  N.  W.  Barometer,  29.86;  temperature 
of  air,  67° ;  of  water,  67°.  Winds :  S.  E.,  S.  E.  by  E.,  S.  E.  by  E.  and  S.  E.  by  E.  ^  E.  First  part,  breezes 
and  head  sea,  and  squally;  middle  and  latter  parts,  squally;  in  skysails;  light  rain  squalls,  with  head 
sea. 

Oct.  2.  Lat.  14°  32'  S. ;  long.  85°  38'  W.  Current,  |  knot,  N.  W.  Barometer,  29.90 ;  temperature 
of  air,  66°  ;  of  water,  67°.  Winds :  S.  E.  by  E.,  E.  S.  E.,  E.  S.  E.  Fresh  breezes  and  squally  throughout, 
with  light  rain ;  middle  part,  royals  furled ;  head  sea. 

Oct.  3.    Lat.  13°  45'  S.  (D.  R.) ;  long.  83°  27'  W.  (D.  E.).    Barometer,  29.85 ;  temperature  of  air,  66° ; 


712  THE  WIND  AND  CURRENT  CHARTS. 

of  water,  65°.  Winds :  E.  S.  E.,  S.  E.  by  E.,  S.  E.  by  E.  Moderate  breezes  and  cloudy  throughout ; 
middle  and  latter  parts,  baffling.  At  5  P.  M.,  tacked  to  N.  E. ;  29  days  4  hours  from  San  Francisco.  Judge 
myself  far  enough  to  southward  to  lay  up  for  Callao  with  the  regular  trades. 

Oct.  4.  Lat.  12°  11'  S.;  long.  80°  37'  W.  Current,  40  miles  N.  W.  in  last  48  hours.  Barometer, 
29.83  ;  temperature  of  air,  65°  ;  of  water,  67°.  Wind  :  S.  E.  by  E.  throughout.  Moderate  breezes  and 
cloudy  weather ;  all  sail  set  to  the  wind. 

Oct.  5.  Lat.  11°  52'  S.;  long.  79°  W.  Current,  J  knot,  K  W.  Barometer,  29.12  ;  temperature  of 
air,  65°;  of  water,  64°.  Wind:  S. E.  throughout.  Moderate  baffling  winds,  calms,  &c.;  cloudy  throughout; 
water  discolored ;  tacked  six  hours  to  S.  W. 

Oct.  6.  Lat.  11°  40'  S. ;  long.  77°  53'  W.  Current,  1  knot,  N.  W.  Barometer,  29.80 ;  temperature 
of  air,  65°  ;  of  water,  64°.  Winds :  S.  E.  by  S.,  S.  E.  I  S.,  S.  E.  Light  breezes  and  cloudy  throughout ; 
tacked  to  S.  W.  eight  hours. 

Oct.  7.  Lat.  12°  S.;  long.  77°  30'  W.  Barometer,  29.80.  Winds:  S.E.  by  S.  and  calm,  S.E.  by 
S.,  S.  E.  by  S.  and  calm.  Light  airs  and  calms  throughout.  At  4  P.  M.,  tacked  ship  eight  miles  north  of 
Callao ;  at  meridian,  San  Lorenzo  bore  E.  by  S.  five  miles ;  ends  calm.  At  4  P.  M.  anchored  in  Callao 
Eoads ;  34  days  from  anchorage  to  anchorage,  viz :  from  San  Francisco  to  Callao. 

The  passage  of  48  hours  from  Callao  to  the  Chincha  Islands,  being  of  a  uniform  nature,  I  omitted 
recording  particulars,  and  have  but  one  remark  to  make  from  the  little  experience  I  have  on  this  coast : 
that  is,  to  keep  out  of  the  influence  of  the  land  breezes,  and  calms  appertaining;  preferring  the  trades  off 
shore,  and  more  steady  breezes,  to  being  delayed  in  vain,  by  baffling  airs  and  calms  in  shore,  for  at  least 
twelve  out  of  the  twenty-four  hours  per  day ;  as  I  am  of  the  opinion  that  the  land  breezes  cannot 
be  depended  upon,  on  this  coast,  in  the  autumnal  months  at  least.  In  working  clear  from  Callao  to  the 
Chinchas,  I  made  but  one  tack,  standing  off  26  hours  and  in  22  hours,  which  brought  me  up  with  San 
Gallon,  15  miles  to  windward  of  the  Chinchas,  in  48  hours  from  Callao.  The  same  rule  I  have  observed  in 
working  down  from  Cape  Blanco  to  Callao,  that  is,  to  keep  a  few  degrees  off  shore,  say,  three  or  four, 
in  preference  to  being  becalmed  in  shore  half  of  the  time,  which  was  my  case  while  working  from  Point 
St.  Eleana  down  to  Cape  Blanco. 

In  preferring  the  in-shore  route,  and  shortening  my  passage  from  California  to  Callao,  I  feel  indebted  to 
Lieut.  Maury,  for  his  remarks  upon  a  system  of  S.  W.  monsoons,  between  the  limits  of  the  coast  winds  of 
Central  America  and  Lower  California,  and  the  eastern  limits  of  the  N.  E.  trades,  similar  to  that  experi- 
enced in  the  North  Atlantic,  near  the  equator,  and  to  the  westward  of  the  doldrums.  This  opinion  of  Lieut. 
Maury  appeared  reasonable  enough  to  induce  me  to  make  the  trial,  and  having  only  20  days  to  the  equator 
in  long.  82°  W.,  consequently,  have  no  reason  to  regret  the  experiment,  believing  it  shortened  my  passage 
ten  to  fifteen  days ;  and  if  again  bound,  in  a  sharp  ship,  during  the  months  of  August,  September,  October, 
and  November,  from  California  to  the  coast  of  Peru,  I  should  again  try  it. 

Very  respectfully  yours, 

W.  KNAPP. 


BODTES   FROM   CALIFORNIA   TO   CALLAO.  713 

I  treat  the  routes  on  the  average.  Perhaps  when  log-books  shall  be  received  in  sufficient  numbers,  the 
eastern  route  may  prove  the  best  at  certain  seasons ;  but  now,  those  who  take  the  western  route  appear 
to  have  in  their  favor,  the  year  round,  an  average  of  about  nine  per  cent,  of  time.  But  it  has  not  been  at  all 
understood  or  properly  followed,  and,  I  think  that  the  results  to  be  obtained  in  the  course  of  the  next 
year  or  two  after  these  remarks  meet  the  eye  of  navigators,  will  exhibit  a  more  decided  contrast,  than  that 
between  58  and  63  days,  for  these  are  the  averages  shown  by  such  data  as  I  have,  and  are  herewith  exhibited. 


90 


714 


THE  WIND  AND  CURBENT  CHARTS. 


PROM  CALIFORNIA 

Names  of  Vessels;  Crossings  in  the  Pacific  south  of  the  Equator;  and  Length 


NAME  OF  VESSEL. 


Days  from 
California 

to  the 
equator. 


Date  of  crossing 
the  equator. 


LONGITUDE  OF  CROSSING  PAKALLEL8  OF — 


0°. 


10°  S. 


15°  S. 


20°  S. 


25°  S. 


30°  S. 


35°  S. 


Janet  ART. 

Western  Passages — 
Firebrand  .  .  , 
Hurricane  .  .  . 
Hero  .  .  .  . 
North  Wind  .  . 
Sabine  .  .  .  . 
Wini3eld  Scott  , 
Sunbeam     .     .     , 


32 
18 
20 
19 
21 
19 
20 


Jan.  8, 1851 

"  19,  1854 

"  7, 

"  17, 

"  1, 

"  10, 

"  10, 


Long.  W. 

114.0 
118.0 
■  114.0 
118.0 
116.0 
113.0 
116.0 


Means  of  western  passages 


21. 


115.6 


Long.  W. 


117.0 
123.0 
119.0 
122.0 
120.0 
120.0 
122.0 


Long.  W. 


117.0 
128.0 
119.0 
122.0 
122.0 
119.0 
122.0 


Long.  W. 


117.0 
123.0 
121.0 
122.0 
121.0 
120.0 
121.0 


Long.  W. 


115.0 
121.0 
115.0 
121.0 
120.0 
116.0 
117.0 


Long.  W. 


116.0 
110.0 

117.0 
112.0 
112.0 
112.0 


120.4 


120.6 


120.7 


117.8 


113.1 


Long.  W. 


114.0 
105.0 


106.0 
107.0 


108.0 


Eastern  Passages- 
E.  C.  Sronton  . 
Sandusky    .     . 


43 
40 


Jan.      5, 1854 
9,     " 


98.0 
94.0 


Means  of  eastern  passages 


41.5 


98.5 


February. 

Western  Passages — 
Arcole  .  .  .  . 
Comet  .  .  .  . 
Flying  Dutchman 
Arab  .  .  .  . 
Boston  .  .  .  , 
Wisconsin  .     .     . 


Means  of  western  passages 


March. 

Western  Passages — 
Boston  .  .  , 
Senator  .  .  . 
Wessacumcon 
Bald  Eagle  . 
Indianola  .  . 
Morning  Light 


27 
12 
12 
21 
24 
17 


Feb.  27,  1853 
24,  " 
23,  " 

7,  1854 
13,  " 
5,  " 


98.0 
122.0 
119.0 
115.0 
106.0 
121.0 


105.0 
124.0 
123.0 
116.0 
118.0 
125.0 


106.0 
124.0 
124.0 
116.0 
114.0 
123.0 


105.0 
123.0 
124.0 
116.0 
115.0 
122.0 


122.0 
124.0 
115.0 
113.0 
120.0 


121.0 
121.0 
110.0 
112.0 
116.0 


18.8 


23 
17 
24 
12 

12 
12 


Mar.  23,  1850 
7,  1853 
"   4,  " 
"   13,  1854 
"   8,  " 
"   8,  " 


113.5 


117.6 


117.8 


117.5 


118.8 


116.0 


113.0 
109.0 
114.0 
114.0 
112.0 
109.0 


116.0 
114.0 
121.0 
119.0 
117.0 
115.0 


117.0 
114.0 
124.0 
120.0 
120.0 
117.0 


117.0 
114.0 
123.0 
121.0 
120.0 
117.0 


119.0 
113.0 
123.0 
121.0 
119.0 
116.0 


118.0 

128.0 
119.0 
109.0 
110.0 


108.0 
108.0 
102.0 

94.0 


103.0 


119.0 
120.0 

104.0 


Means  of  western  passages 


16.6 


111.8 


117.0 


118.6 


118.8 


118.5 


115.8    114.3 


KOUTES  FROM  CALIFORNIA  TO  CALLAO. 


715 


TO  CALLAO. 

of  Passages  to  the  Equator  and  to  Callao— arranged  according  to  the  Month, 


3ay3  from 

equator 

;o  highest 

S.  lat. 

)F — 

) 

Days 
rrom  Ca- 

1 

125°  W. 

115°  W. 

110°  w. 

106°  w. 

100°  w. 

95°  W. 

90°  W. 

85°  W. 

80°  W.    t 

lifornia 
0  Callao. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

January. 

Western  Passages — 
Firebrand 

12 

25.0 

25.0 

24.0 

23.0 

18.0 

14.0 

12.0 

75 

Ilurricane 

15 
13 

22.0 

25.0 

37.0 
31.0- 

35.0 

85.0 

34.0 

30.0 

22.0 

17.0 

55 

North  Wind         .... 

17 

31.0 

34.0 

34.0 

35.0 

86.0 

35.0 

31.0 

24.0 

48 

SoKlTip                                                                    ... 

18 

15.0 

30.0 

31.0 

32.0 

32.0 

31.0 

28.0 

23.0 

20.0 

54 

Wiufield  Scott     .... 

16 

26.0 

33.0 

36.0 

85.0 

35.0 

84.0 

26.0 

17.0 

47 

Sunbeam 

14 

27.0 

33.0 

34.0 

33.0 

29.0 

28.0 

21.0 

15.0 

56 

Means  of  western  passages 

15 

18.5 

27.8 

82.0 

32.6 

32.3 

81.8 

28.8 

22.8 

17.5 

55.8 

Eastern  Passages — 

7Q 

E.  C.  Sronton 

84 

Sandusk       

Means  of  eastern  passages 

81.5 

February. 

Western  Passages — 
Arcole 

11 

17.0 

23.0 

22.0 

19.0 

15.0 

18.0 

57 

Comet 

13 

43.0 

Flying  Dutchman     .     .     . 
Arab 

12 
20 

25.0 

30.0 

40.0 
33.0 

35.0 

36.0 

85.0 

31.0 

26.0 

52 

15 

21.0 

33.0 

31.0 

31.0 

31.0 

32.0 

28.0 

17.0 

65 

25 

31.0 

32.0 

34.0 

84.0 

35.0 

34.0 

26.0 

22.0 

55 

Means  of  western  passages 

16 

25.6 

31.7 

33.0 

80.7 

31.0 

30.0 

25.0 

19.5 

57.2 

March. 

Western  Passages — 

16 

28.0 

30.0 

80.0 

28.0 

25.0 

22.0 

21.0 

17.0 

63 

15 

14.0 

25.0 

26.0 

26.0 

24.0 

22.0 

16.0 

14.0 

49 

Wessacumcon      .     .     .     . 

15 

27.0 

35.0 

34.0 

34.0 

85.0 

85.0 

84.0 

27.0 

81.0 

78 

Bald  Eagle 

TnrlinTioln,                  .      .      .      . 

13 
23 

43.0 

28.0 

29.0 

31.0 

32.0 

33.0 

81.0 

26.0 

21.0 

47 

Morning  Light     .     .     .     . 

18 

27.0 

30.0 

34.0 

83.0 

83.0 

83.0 

33.0 

82.0 

46 

Means  of  western  passages 

15 

35.0 

26.4 

29.6 

31.0 

30.8 

30.0 

28.4 

24.6 

28.0 

56.6 

718 


THE  WIND  AND  CURRENT  CHARTS. 


FROM  CALIFORNIA 

Names  of  Vessels  ;   Crossings  in  the  Pacific  south  of  the  Equator  ;  and  Length  of 


DAME  OF  VESSEL. 


April. 

Western  Passages — 

Salem 

Capitol 

Samuel  Lawrence     .     .    . 
Morning  Light     .... 

Means  of  western  passages 

Eastern  Passage — 

Arthur 

Means  of  eastern  passage 

May. 

Western  Passage — 
Manchester 

Means  of  western  passage 

Eastern  Passages — 

Gray  Feather 

Helen  McGaw      .... 
Eealm 

Means  of  eastern  passages 

June. 

Western  Passages — 

Golden  Eagle 

Kentucky 

Means  of  western  passages 

Eastern  Passages — 

Danube  

Hannah  Thornton     .     .     . 
Adelaide 

Means  of  eastern  passages 


Days  from 

California    Date  of  crossing 


to  the 
equator. 


the  equator. 


LONGITUDE  OF  CE08SING  PAKALLEL8  OF- 


0°. 


25 
24 
30 
23 


Apr,  14,  1853 

"      18,     " 
"      20,  1854 

"        2,     " 


Long.  W 

113.0 
117.0 
107.0 
110.0 


25.5 


22 


22 


26 


26 


28 
29 
36 


Apr.  20,  1854 


111.7 


May  30,1853    123.0 


May     2,  1853 
"      26,     " 
"      26,     " 


31 


19 

26 


June  27,  1853 

7,    " 


22.5 


31.3 


27 

June    2,  1853 

35 

11       1      It 

32 

"     16,     " 

123.0 


81.0 
83.0 
91.0 


85.0 


103.0 
103.0 


103.0 


81.0 
82.0 
84.0 


82.8 


10°  s. 


Long.  W. 


119.0 
121.0 
109.0 
113.0 


115.5 


125.0 


125.0 


106.0 
107.0 


106.5 


15°  S. 


Long.  W. 


119.0 
123.0 
111.0 
115.0 


20°  S. 


Long.  W. 

119.0 
124.0 
110.0 
115.0 


117.0 


117.0 


125.0 


125.0 


108.0 
107.0 


107.5 


125.0 


125.0 


109.0 
110.0 


109.5 


25°  S. 


Long.  W. 


118.0 
125.0 
103.0 
112.0 


Long.  W.  Long.  W. 


114.5 


107.0 


107.0 


101.0 
106.0 


103.5 


30°  S.       35°  S. 


117.0 
126.0 


116.0 


ROUTES  FROM  CALIFORNIA  TO  CALLAO. 


717 


[TO  CALLAO. 

JPassages  to  the  Equator  and  to  Callao — arranged  according  to  the  Month — Continued. 


N\ME  OP  YESSEIi> 

Days  from 

equator 

to  highest 

S.  lat. 

LATITUDE  OF  CEOSSINO  MEBIDIANS  OF — 

Days 
from  Ca- 

125° W. 

115"  W. 

new. 

105°  W. 

100°  w. 

95°  W. 

90°  W. 

85°  W. 

80°  W. 

lifornia 
to  Callao. 

April. 

Western  Passages — 
Salem 

15 
12 
23 
12 

Lat.  S. 
29.0 

Lat.  S. 

35.0 
20.0 

Lat.  S. 

32.0 
36.0 

27.0 

Lat.  S. 

32.0 
35.0 
23.0 
28.0 

Lat.  S. 

32.0 
34.0 
26.0 
28.0 

Lat.  S. 

31.0 
31.0 

27.0 
28.0 

Lat.  S. 
31.0 

29.0 
27.0 
27.0 

Lat.  S. 
28.0 

27.0 
25.0 
25.0 

Lat.  S. 

20.0 
21.0 
20.0 
19.0 

53 

Capitol 

Samuel  Lawrence 
Morning  Light     .     . 

54 
61 

51 

Means  of  western  passages 

15.5 

29.0 

27.5 

31.6 

29.5 

30.0 

29.2 

28.5 

26.2 

20.0 

54.7 

Eastern  Passage — 

Arthur 

j 

89 

Means  of  eastern  passage 

89 

May. 

Western  Passage — 
Manchester 

15 

17.0 

21.0 

21.0 

26.0 

28.0 

28.0 

27.0 

26.0 

19.0 

61 

Means  of  western  passage 

15 

17.0 

21.0 

21.0 

26.0 

28.0 

28.0 

27.0 

26.0 

19.0 

61 

Eastern  Passages — 

Gray  Feather 

Helen  McGaw     .... 
Realm 

58 
70 
70 

Means  of  eastern  passages 

66 

June. 

Western  Passages — 

Golden  Eagle 

Kentucky 

10 
16 

22.0 

24.0 

26.0 

25.0 

27.0 

27.0 

27.0 

27.0 
26.0 

26.0 
23.0 

18.0 
17.0 

43 
58 

Means  of  western  passages 

13 

22.0 

25.0 

26.0 

27.0 

26,5 

24.5 

17.5 

50.5 

Eastern  Passages — 

Danube  

Adelaide 

49 
77 
61 

Means  of  eastern  passages 

1 

62.3 

71» 


THE  WIND  AND  CUKKENT  CHARTS. 


FROM  CALIFORNIA 

Names  of  Vessels ;  Crossings  in  the  Pacific  south  of  the  Equator  ;  and  Lesngth  of 


SAME  or  VESSEL. 


July. 

Western  Passages — 
Golden  Eacer 
Esther  May 
Huguenot   .     . 
Princess  Alice 
Lucknow     .     . 
Harriet  .     .     . 


Days  from 
California 

to  the 
equator. 


Means  of  western  passages 


Eastern  Passages — 
Lucy  Elizabeth 
Simoom .     .     . 
Alhesdrough   . 


Means  of  eastern  passages 


August. 

Western  Passages — • 

Alert 

Parthian 

New  York 

Governor  Morton  .  .  . 
A.  F.  Jenness*  .... 
Golden  Eagle 

Means  of  western  passages 

Eastern  Passage — 

Magnolia 

Means  of  eastern  passage 


27 
24 
23 
30 
24 
26 


25.6 


80 
27 
30 


29 


Date  of  crossing 
the  equator. 


July  20,  1853 
"   10,  " 

"  3,'  " 
"  19  " 
"   4  1854 


July  26,  1853 
"   16,  " 
"   14,  " 


30 
26 
25 
26 
37 
21 


Aug.  2,  1853 
"  31,  " 
"  27,  " 
"  3,  " 
"  27  " 
"   27^  1854 


25.6 


33 


LONGITUDE  OF  CROSSINO  PARALLELS  OP — 


Long.  W.  Long.  W.  Long.  W. 


98.0 
111.0 

112.0 

112.0 

103.0 

98.0 


105.7 


98.0 
85.0 
81.0 


88.0 


109.0 
107.0 
110.0 
118.0 
96.0 
111.0 


111.0 


Aug.  16,  1854  83.0 


10°  s. 


107.0 
114.0 
119.0 
117.0 
109.0 
103.0 


111.5 


114.0 
112.0 
114.0 
120.0 
104.0 
115.0 


115.0 


15°  S. 


20°  S. 


Long.  W.  Long.  W. 


108.0 
117.0 
118.0 
109.0 
110.0 
105.0 


111.2 


114.0 
111.0 
116.0 
121.0 
105.0 
114.0 


115.2 


109.0 
117.0 
94.0 
110.0 
110.0 
104.0 


107.3 


115.0 
111.0 
116.0 
122.0 
107.0 
113.0 


115.4 


25°  S. 


111.0 
116.0 
89.0 
110.0 
111.0 
105.0 


107.0 


30°  S. 


Long.  W, 


103.0 
114.0 


103.0 
104.0 


106.0 


115.0 
110.0 
109.0 
121.0 
107.0 
109.0 


112.8 


112.0 
110.0 

102.0 
110.0 


108.0 


Long.  W 


33 


September. 

Western  Passages — 

Wallacef 

Sirocco 

Empress  of  the  Seas     .     . 

Climax 

Eoscoe 

Albers 

Means  of  western  passages 

Eastern  Passages — 

Hornet 

C.  L.  Bevan 

Means  of  eastern  passages 


30 
26 
24 

21 
28 

27 


Sept.  11,  1853 
"       2      " 

"    le',   " 

"  2,  " 
"  30,  " 
"      26,     " 


83.0 


86.0 
103.0 
115.0 
108.0 
112.0 
104.0 


86.0 
108.0 
119.0 
115.0 
115.0 
107.0 


88.0 
109.0 
120.0 
116.0 
117.0 
108.0 


88.0 
108.0 
121.0 
117.0 
120.0 
106.0 


90.0 
112.0 
120.0 
119.0 
120.0 
105.0 


85.0 
114.0 
120.0 
120.0 


25.2 


108.4 


112.8 


114.0 


114.4 


115.2 


118.0 


20 
26 


Sept.  24,  1853 
"      12,     " 


82.0 
87.0 


23 


84.5 


*  Not  iucladed  in  the  average. 


f  Old  and  leaky ;  not  included  in  the  average. 


ROUTES  PROM  CALIFORNIA  TO  CALLAO. 


719 


TO  CALLAO. 

Passages  to  the  Equator  and  to  Oallao — arranged  according  to  the  Month — Continued. 


Days  from 

LATITUDE  OP  CROSSING  MERIDIANS  OF — 

Days 

NAMB  OF  VBSSEL. 

equator 
to  highest 

from  Ca- 

• 

lifornia 

S.  lat. 

125°  W. 

115°  W. 

110°  w. 

105°  W. 

100°  w. 

95°  W. 

90°  W. 

85°  W. 

80°  W. 

toCallao. 

July. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Western  Passages — ■ 

Golden  Racer 

14 

22.0 

29.0 

31.0 

31.0 

82.0 

30.0 

24.0 

53 

Esther  May 

14 

28.0 

32.0 

35.0 

85.0 

37.0 

88.0 

82.0 

26.0 

60 

Huguenot 

11 

18.0 

21.0 

20.0 

20.0 

20.0 

24.0 

24.0 

16.0 

48 

Princess  Alice      .... 

10 

14.0 

21.0 

28.0 

28.0 

29.0 

27.0 

24.0 

18.0 

74 

Lucknow 

14 

28.0 

31.0 

32.0 

32.0 

33.0 

35.0 

25.0 

51 

Harriet 

14 

26.0 

27.0 

24.0 

23.0 

27.0 

24.0 

56 

Means  of  western  passages 

13 

20.0 

25.8 

28.1 

28.8 

29.0 

29.5 

28.7 

22.1 

57 

Eastern  Passages — 

Lucy  Elizabeth    .... 

87 

Simoom 

46 

Alhesdrough 

60 

Means  of  eastern  passages 

48 

August. 

Western  Passages — 

Alert 

11 

27.0 

82.0 

32.0 

32.0 

33.0 

85.0 

38.0 

28.0 

66 

Parthian 

12 

29.0 

28.0 

29.0 

31.0 

24.0 

20.0 

17.0 

58 

New  York 

10 

21.0 

26.0 

26.0 

27.0 

28.0 

28.0 

27.0 

25.0 

56 

Governor  Morton     .     .     . 

11 

29.0 

29.0 

30.0 

29.0 

19.0 

28.0 

27.0 

20.0 

68 

A.  F.  Jenness*     .... 

18 

30.0 

30.0 

33.0 

34.0 

33.0 

33.0 

28.0 

84 

Golden  Eagle 

13 

13.0 

24.0 

27.0 

28.0 

28.0 

27.0 

22.0 

15.0 

40 

Means  of  western  passages 

11.4 

22.5 

28.0 

28.6 

29.0 

28.0 

28.4 

25.8 

21.0 

57.6 

Eastern  Passage — 

Magnolia 

57 

Means  of  eastern  passages 

57 

September. 

Western  Passages — 

Wallacet 

21 

26.0 

80.0 

29.0 

75 

13 

33.0 

33.0 

84.0 

34.0 

38.0 

32.0 

28.0 

19.0 

60 

Empress  of  the  Seas     .     . 

9 

33.0 

33.0 

82.0 

31.0 

29.0 

29.0 

28.0 

18.0 

48 

Climax 

14 

35.0 

34.0 

35.0 

84.0 

83.0 

31.0 

28.0 

21.0 

60 

Eoscoe 

13 

28.0 

29.0 

29.0 

27.0 

26.0 

24.0 

20.0 

14.0 

61 

Albers 

27 

16.0 

21.0 

23.0 

23.0 

21.0 

17.0 

65 

Means  of  western  passages 

15.2 

32.2 

32.2 

32.5 

31.5 

80.2 

27.5 

24.0 

17.8 

58.8 

Eastern  Passages — 

Hornet 

84 

L.  C.  Bevan 

63 

Means  of  eastern  passages 

48.5 

Not  included  in  the  average. 


f  Old  and  leaky ;  not  included  in  the  average. 


720 


THE   WIND  AND  CURRENT  CHARTS. 


FROM  CALirORNIA 

Names  of  Vessels ;  Crossings  in  the  Pacific  south  of  the  Equator;  and  Length  of 


MAME  OF  VESSEL 


October. 

Western  Passage — ■ 
Cleopatra , 

Means  of  ■western  passage 

Eastern  Passages — • 

Chenango    

Amazon 

Eobert  Harding   .     .    .     , 

Flying  Eagle 

Mary  Annah 

Means  of  eastern  passages 


November. 

Western  Passages — 
Louisa  Bliss*  .  . 
Queen  of  Clippers 
Belle  of  the  West 
Mary  Spring  .  . 
Atalanta      .     .     . 


Means  of  western  passages 


Eastern  Passages — 
Levanter     .     . 
J.  H.  Shepherd 
West  Wind     . 
Avondale    .     . 


Means  of  eastern  passages 


December. 

Western  Passages — 

Wild  Eanger 

White  Swallow    .     .     .     . 

Western  Star 

Reindeer 

Corinne       

Greenwichf 

Windward 

Means  of  western  passages 


Dnys  from 
California 

to  the 
equator. 


Date  of  crossing 
the  equator. 


27 


27 


Oct.  23,1853 


31 

30 
82 
23 
25 


28.2 


42 
28 
26 
25 
28 


Oct.  12,  1850 

"  27,  1853 

"  2,  " 

(I  1   II 

"  27|  " 


LONGITUDE  OF  CROSSING  PARALLELS  OF — 


Long.  W. 


117.0 


117.0 


81.0 
82.0 
80.0 
81.0 
85.0 


81.8 


26.7 


29 
83 

80 
29 


80.2 


20 
26 
21 
23 
25 
81 
23 


23 


Nov.    4,1850 

"      28,  1853 

"      22,     " 

"       3,     " 

"      25,     " 


80.0 
102.0 
105.0 
108.0 
111.0 


106.5 


Nov.  15,  1853 

"      15,     " 

"      15,     " 
«     17     .< 


81.0 

81.0 

82.0 

104.0 


87.0 


Dec. 

(I 

It 

II 
11 


2, 1858 

8, 
27, 

2, 
26, 

3, 

16, 


107.0 
104.0 
104.0 
115.0 
110.0 
105.0 
113.0 


109.0 


10°  s. 


Long.  W. 


123.0 


123.0 


15°  S. 


Long.  W. 


125.0 


125.0 


20°  S. 


Long.  W. 


128.0 


128.0 


98.0 
106.0 
107.0 
112.0 
115.0 


110.0 


111.0 

110.0 
112.0 
118.0 
116.0 
118.0 
117.0 


114.0 


101.0 
107.0 
107.0 
112.0 
115.0 


110.2 


110.0 
110.0 
113.0 
118.0 
117.0 
113.0 
116.0 


104.0 
107.0 
104.0 
112.0 
117.0 


110.0 


25°  S. 


80°  S. 


Long.  W.  Long.  Vf 


127.0 


127.0 


104.0 
108.0 
103.0 
112.0 
118.0 


110.2 


110.0 
110.0 
114.0 
118.0 
119.0 
114.0 
117.0 


114.0  !  114.7 


109.0 
109.0 
113.0 
115.0 
118.0 
114.0 
117.0 


113.5 


124.0 


124.0 


101.0 
107.0 
101.0 
102.0 
118.0 


107.0 


203.0 
102.0 
110.0 
105.0 
112.0 
106.0 
109.0 


106.8 


35?  S. 


Long.  W. 


122.0 


122.0 


89.0 
111.0 


100.0 


107.0 
94.0 
95.0 
95.0 


*  Attempted  the  eastern  passage  first;  not  included  in  the  arerage. 
■\  Not  included  in  the  means. 


BOUTES  FROM  CALIFORNIA  TO  CALLAO. 

TO  CALLAO. 

Passages  to  the  Equator  and  to  Callao — arranged  according  to  the  Month — Continued. 


721 


Days  from 

LATITUDE  OF  CROSSINO  MERIDIANS  OF — 

Days 

NAME  OP  VESSE 

L.                       equator 
to  highest 
S.  lat. 

from  Ca- 

125° w. 

115°  W. 

110°  W. 

105°  W. 

100°  w. 

95°  W. 

90°  W. 

85°  W. 

80°  W. 

lifornia 
to  Callao. 

October. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Lat.  S. 

Western  Passage — 
Cleopatra    .     . 

.    .    .    .      17 

30.0 

41.0 

39.0 

39.0 

40.0 

39.0 

38.0 

38.0 

31.0 

71 

Means  of  western 

passage        17 

30.0 

41.0 

39.0 

39.0 

40.0 

89.0 

38.0 

83.0 

31.0 

71 

Eastern  Passages — 
Chenango    .     . 

59 

Amazon      .     . 

65 

Eobert  Harding 

56 

Flying  Eagle  . 
Mary  Annah   . 

44 
61 

Means  of  eastern 

passages 

57 

NOVEMBEB 

• 

Western  Passages — • 
Louisa  Bliss*  . 

.     .     .    .       18 

27.0 

31.0 

33.0 

32.0 

32.0 

31.0 

87 

Queen  of  Clipper. 

3     .     .     .       12 

32.0 

33.0 

34.0 

35.0 

30.0 

24.0 

58 

Belle  of  the  Wes 

b    .     .    .       17 

29.0 

81.0 

32.0 

30.0 

28.0 

16.0 

54 

Mary  Spring   . 

.     .     .     .       12 

26.0 

29.0 

30.0 

24.0 

19.0 

13.0 

10.0 

57 

Atalanta     .    . 

.     .     .     .       15 

82.0 

35.0 

35.0 

34.0 

84.0 

88.0 

32.0 

23.0 

53 

Means  of  western 

passages       14 

32.0 

30.5 

31.2 

82.0 

31.0 

29.2 

24.5 

18.2 

55.5 

Eastern  Passages — 
Levanter     .     . 

49 

J.  H.  Shepherd 
West  Wind     . 

.     .     .     . 

62 
51 

Avondale    .     . 

.     .     . 

60 

Means  of  eastern 

passages 

55.5 

December 

Western  Passages — 
Wild  Eanger  . 

...       12 

24.0 

29.0 

31.0 

81.0 

27.0 

23.0 

17.0 

48 

W  bite  Swallow 

...       13 

29.0 

30.0 

25.0 

18.0 

14.0 

18.0 

51 

Western  Star  . 

...       15 

23.0 

31.0 

35.0 

36.0 

86.0 

36.0 

29.0 

24.0 

52 

Eeindeer     .     . 

...       27 

26.0 

28.0 

30.0 

80.0 

34.0 

36.0 

33.0 

27.0 

69 

Corinne       .     . 

...       18 

28.0 

32.0 

34.0 

35.0 

35.0 

31.0 

24.0 

19.0 

61 

Greenwichf 

...      25 

22.0 

29.0 

81.0 

81.0 

84.0 

35.0 

32.0 

28.0 

71 

Windward 

...       18 

28.0 

30.0 

32.0 

22.0 

22.0 

16.0 

18.0 

60 

Means  of  western 

passages       17.1 

26.2 

30.2 

31.5 

30.7 

30.5 

27.3 

24.8 

20.0 

56.8 

*  Attempted  the  eastern  passage  first ;  not  included  in  the  average. 
f  Not  included  in  the  means. 

91 


r22  THE  WIND  AND   CURRENT  CHARTS. 


JAPAN  EXPEDITION. 


The  ports  of  Japan  have  been  opened  for  such  a  short  time,  that  the  port  regulations,  established 
through  Commodore  Perry,  are  quite  as  important  to  the  trader  as  Sailing  Directions.  I  therefore  give 
such  of  them  as  have  been  received. 

Sailing  Directions  for  Yedo.    By  Lieut.  Wm.  L.  Maury,  U.  S.  Navy. 

[Japan  Expedition  Press?^ 

U.  S.  Steam  Frigate  Mississippi,  Hong-Kong,  September  4, 1854. 

Vessels  from  the  southward,  bound  to  this  bay,  should  pass  up  to  the  westward  of  the  chain  of 
islands  lying  off  the  Gulf  of  Yedo,  and  are  cautioned  against  mistaking  the  deep  bight  of  Kawatsu  Bay 
for  the  entrance  of  Uraga  Channel;  for,  on  the  N".  E.  side  of  this  bay,  there  is  a  ledge  of  rocks  several  miles 
from  the  shore,  bearing  from  Cape  Sagami  about  W.  N.  "W.  distant  ten  miles,  upon  which  one  of  the  vessels 
of  our  squadron  grounded.  A  stranger  without  a  correct  chart  would  naturally  make  this  mistake,  as  the 
opening  of  the  channel  is  not  seen  at  a  distance  from  this  quarter,  the  shore  appearing  as  an  unbroken  line. 

The  entrance  to  the  channel  bears  from  the  centre  of  Oho  Sima  N.  E.  by  N.  distant  about  twenty 
miles.  Stand  in  upon  this  line,  and  the  Saddle  Hill  to  the  northward  of  Cape  Sagailii  will  be  readily 
recognized,  as  well  as  the  round  black  knob  on  the  eastern  side  of  the  channel.  On  approaching  Uraga, 
the  Plymouth  Eocks  will  be  plainly  seen ;  give  these  a  berth  of  half  a  mile  to  clear  the  Ingersoll  Patch,  a 
sunken  rock  with  but  one  fathom  on  it,  and  which  is  the  only  known  danger  in  the  channel. 

Between  Plymouth  Eocks  and  Cape  Kami  Saki,  the  ground  is  clear,  and  the  anchorage  good,  if  care 
be  taken  to  get  pretty  well  in,  so  as  to  avoid  the  strong  tides  which  sweep  round  the  latter  with  great 
rapidity.  A  spit  makes  out  a  short  distance  to  the  southward  of  Kami  Saki,  but  to  the  northward  of  the 
cape  the  shore  is  bold  and  the  water  very  deep. 

On  rounding  Cape  Kami  Saki,  if  bound  for  the  city  of  Yedo,  steer  N.  W.  by  N.  until  Perry  Island 
bears  S.  by  W.  f  W.  so  as  to  clear  Saratoga  Spit,  which  extends  well  out  from  the  eastern  shore ;  then 
haul  up,  keeping  Perry  Island  upon  this  bearing,  until  the  beacon  on  the  low  point  to  the  southward  of 
Yedo,  bears  W.  N.  W.  This  clears  the  shoal  off  the  point,  and  here  there  is  good  anchorage  in  about  ten 
fathoms  water,  in  full  view  of  the  city  of  Yedo. 

At  this  paint  our  survey  terminated ;  the  boats,  however,  found  a  clear  channel,  with  plenty  of  water 
for  the  largest  vessels,  several  miles  further  to  the  northward,  and  within  a  few  miles  of  the  city. 

If  bound  to  the  American  anchorage,  from  Cape  Kami  Saki  steer  N.  W.,  and  anchor  in  8  or  10  fatlioms 
water,  with  Perry  Island  bearing  S.  S.  E.,  and  Webster  Island  S.  W.  by  S. 

To  the  southward  of  Webster  Island  there  is  also  good  anchorage  in  G  and  7  fathoms.  Near  this 
anchorage  there  are  two  snug  coves,  very  accessible,  in  which  vessels  may  conveniently  repair  and  refit. 


JAPAN  EXPEDITION.  723 

Susquehanna  Bay,  three  miles  W.  N.  W.  from  Cape  Kami  Saki,  is  well  sheltered,  but  it  contains  a 
number  of  reefs  and  rocks,  and  is,  therefore,  not  recommended  as  an  anchorage. 

Mississippi  Bay  is  four  miles  north  of  the  American  anchorage ;  it  is  well  sheltered  from  the  prevail- 
ing winds.  Upon  anchoring,  it  is  necessary  to  give  the  shore  a  good  berth,  to  avoid  a  shoal  which  extends 
out  from  a  half  to  three-quarters  of  a  mile.  The  conspicuous  headland,  or  long  yellow  bluff  on  the  north 
side  of  this  bay  is  called  Treaty  Point ;  a  shoal  surrounds  the  point  from  two-thirds  of  a  mile  to  a  mile 
distant. 

Between  the  American  anchorage  and  Treaty  Point  the  soundings  are  irregular,  shoaling  suddenly 
from  12  to  5  fathoms  on  a  bank  of  hard  sand. 

To  the  northward  of  Treaty  Point,  and  N.  N.  W.  from  Cape  Kami  Saki,  distant  14  miles,  is  Yokohama 
Bay.  To  reach  this  anchorage,  bring  the  wooded  bluff  which  terminates  the  high  land  on  the  north  side 
of  the  Bay  to  bear  N.  by  W.  J  W.,  and  steer  for  it  until  Treaty  Point  bears  S.  W.  by  S. ;  this  clears  the 
spit  off  the  point ;  then  haul  up  about  N.  W.  by  N.  for  the  bluff  over  the  town  of  Kanagawa,  and  anchor 
in  5  1-2  or  6  fathoms,  with  the  Haycock  just  open  to  the  eastward  of  Mandarin  Bluff.  Mandarin  is  the 
steep  bluff  a  mile  to  the  northward  of  Treaty  Point. 

A  flat  extends  out  from  the  northern  shore  of  this  bay,  between  Kanagawa  and  Beacon  Point,  from 
one  to  two  miles;  off  Mandarin  Bluff  there  is  also  a  shoal  extending  a  mile  to  the  northward. 

The  Bay  of  Yedo  is  about  12  miles  wide,  and  thirty  deep,  with  excellent  holding  ground,  and  capable 
of  sheltering  the  fleets  of  the  world. 

Our  survey  embraced  the  western  shore  only,  from  Cape  Kami  Saki  to  Beacon  Point.  We  had  no 
opportunity  of  examining  the  eastern  side.  The  soundings  from  Treaty  Point  across,  in  an  E.  S.  E.  direc- 
tion are  regular,  and  3  fathoms  were  found  about  a  mile  and  a  half  from  the  opposite  shore. 

Of  Uraga  Channel,  a  reconnoissance  was  made  of  the  western  shore  only. 

During  our  stay  in  the  bay,  from  the  17th  of  February  to  the  18th  of  April,  the  weather  was  generally 
fine,  being  occasionally  interrupted  by  strong  winds  and  heavy  rain.  The  gales  came  up  suddenly  from 
the  southward  and  westward  with  a  low  barometer,  and  continued  for  a  short  time,  when  the  wind 
hauled  round  to  the  northward  and  westward,  and  moderated.  "We  had  no  easterly  blows ;  in  fact, 
the  wind  was  rarely  from  this  quarter,  except  when  hauling  round  from  the  northward  (as  it  invariably 
did)  by  east  to  the  southward  and  westward. 

The  tide  is  quite  strong  out  in  the  bay ;  and  off  the  tail  of  Saratoga  Spit,  Perry  Island,  and  Cape 
Kami  Saki,  its  velocity  is  much  increased.  But  at  the  anchorage  in  the  Bay  of  Yokohama  it  was 
scarcely  felt.  At  Yokohama,  the  Japanese  authorities  supplied  us  with  wood  and  water,  and  a  few 
vegetables,  fowls,  eggs,  oysters  and  clams. 

Latitude  of  Cape  Sagami, 35°  06'  30" 

Longitude        "  " 139°  40'  00" 

Latitude  of  Webster  Island 35°  18'  30" 

Longitude  "  " 139°  40'  34" 


724  THK  WIND  AND  CURRENT  CHARTS. 

Latitude  of  Treaty  Building,  north  end  of  Yokohama  ...        35°  26'  44" 

Longitude         "  "  """....       139°  40'  23" 

Variation 25'  Westerly. 

High  water  F.  and  C VI. 

Kise  and  fall  at  Yokohama 6  ft. 

By  order  of  Commodore  M.  C.  Perry. 

SILAS  BENT, 

Flag  Lieutenant. 


Sailing  Directions  for  the  Harbor  of  Simoda.    By  Lieut.  Wm.  L.  Maury,  U.  S.  N. 

U.  S.  Steam  Frigate  Mississippi,  Honolulu,  Octoher  26, 1854. 

Vessels  bound  to  the  harbor  of  Simoda,  from  the  southward  and  westward,  should  make  Cape  Idzu, 
from  which  Eock  Island  bears  E.  S.  E.  \  E.,  distant  about  5  miles ;  and  if  the  weather  is  at  all  clear,  the 
chain  of  islands  at  the  entrance  of  the  Gulf  of  Yedo  will  at  the  same  time  be  plainly  visible. 

Between  Eock  Island  and  the  main  land  there  are  a  number  of  rocks  awash  and  above  water,  among 
which  the  Japanese  junks  freely  pass;  but  a  ship  should  not  attempt  a  passage  inside  of  Eock  Island, 
unless  in  case  of  urgent  necessity,  particularly  as  the  northeasterly  current,  which  sweeps  along  this  coast, 
seems  to  be,  at  this  point,  capricious,  both  in  direction  and  velocity. 

Giving  Eock  Island  a  berth  of  a  mile,  the  harbor  of  Simoda  will  be  in  full  view,  bearing  N.  J  W., 
distant  5  miles. 

Vandalia  Bluff,  on  the  east  side  of  the  entrance,  may  be  recognized  by  a  grove  of  pine  trees  on 
the  summit  of  the  bluft)  and  the  village  of  Susaski,  which  lies  about  one-third  of  the  way  between  it  and 
Cape  Diamond.  Cape  Diamond  is  a  sharp  point,  making  out  to  the  eastward  of  the  entrance  of  the 
harbor. 

Standing  in  from  Eock  Island,  you  will  probably  pass  through  a  number  of  tide  rips,  but  not  get 
soundings  with  the  hand-lead  until  near  the  entrance  of  the  harbor,  when  you  will  be  in  from  14  to  27 
fathoms. 

Should  the  wind  be  from  the  northward  and  fresh,  a  vessel  should  anchor  at  the  mouth  of 
the  harbor  until  it  lulls  or  shifts,  or  until  she  can  conveniently  warp  in,  as  it  is  usually  flawy  and 
always  baffling. 

Approaching  from  the  northward  and  eastward,  a  vessel  can  pass' on  either  side  of  Oho  Sima,  from 
the  centre  of  which  Cape  Diamond  bears  W.  S.  W.  |  W.,  distant  about  20  miles. 

Between  Oho  Sima  and  Simoda  no  dangers  are  known  to  exist ;  but  the  northeasterly  current  must 
be  borne  constantly  in  mind,  particularly  at  night  and  in  thick  weather.  Its  general  strength  is  from  two 
to  three  miles  per  hour;  but  as  this,  as  well  as  its  direction,  is  much  influenced  by  the  local  winds,  head- 
lands, islands,  &c.,  neither  can  be  relied  upon. 

Should  Oho  Sima  be  obscured  by  thick  weather,  before  reaching  Cape  Diamond,  endeavor  to  sight 


JAPAN  EXPEDITION, 


725 


Eock  Island,  for  there  are  no  very  conspicuous  objects  on  the  main  land  by  which  a  stranger  can 
recognize  the  harbor  at  a  distance,  and  the  shore  appears  as  one  unbroken  line. 

To  the  westward  of  the  harbor  there  are  several  sand  beaches,  and  three  or  four  sand  banks.  These 
can  be  plainly  discerned  when  within  six  or  eight  miles,  and  are  good  landmarks. 

A  vessel  from  the  southward  and  eastward  should  pass  to  the  westward  of  the  Island  of  Kozu  Si  ma,* 
which  may  be  known  by  a  remarkable  snow-white  cliff  on  its  western  side.  There  is  also  a  white  patch 
on  its  summit,  to  the  northward  of  the  cliff.  From  this  island  the  harbor  bears  N.  by  W.  J  W.,  distant 
about  28  miles. 

There  are  but  two  hidden  dangers  in  the  harbor.     The  first  is  the 

Souihavipton  Eock,  which  lies  in  mid  channel,  bearing  N.  \  W.  from  Vandalia  Bluff,  about  three-fourths 
of  the  way  between  it  and  Centre  Island.  This  rock  is  about  25  feet  in  diameter,  and  has  2  fathoms  water 
upon  it.    It  is  marked  by  a  white  spar-buoy. 

The  second  is  the 

Supply  Bock,  bearing  S.  by  W.,  a  short  distance  from  Buisako  Islet,  and  is  a  sharp  rock,  with  11 
feet  water  upon  it.     Its  position  is  designated  by  a  red  spar-buoy. 

Both  of  these  buoys  are  securely  moored,  and  the  authorities  of  Simoda  have  promised  to  replace 
them,  should  they  by  any  cause  be  removed. 

Centre  Island,  which  receives  its  name  from  being  the  point  from  which  the  treaty  limits  are 
measured,  is  high,  conical,  and  covered  with  trees.    A  cave  passes  entirely  through  it. 

In  the  outer  roads,  or  mouth  of  the  harbor,  a  disagreeble  swell  is  sometimes  experienced ;  but  inside 
of  the  Southampton  Eock  and  Centre  Island  vessels  are  well  sheltered,  and  the  water  comparatively 
smooth.    Moor  with  an  open  hawse  to  the  southward  and  westward. 

There  are  good  landings  for  boats  in  Simoda  Creek,  and  at  the  village  of  Kakisaki. 

A  harbor  master  and  three  pilots  have  been  appointed;  wood,  water,  fish,  fowls  and  eggs,  also 
sweet  potatoes  and  other  vegetables  may  be  procured  from  the  authorities.  It  is  necessary  to  supply  them 
with  casks  to  bring  the  water  off. 

Latitude  of  Centre  Island 34°  39'  49"  K 


Longitude     "         " 

Variation 

H.  Water,  F.  and  C. 

Extreme  rise  of  tide 

Mean 


138°  57'  50"  E. 
52'  westerly. 
V.  hr. 
5  ft.  7  in. 
3  ft. 


To  make  the  foregoing  directions  more  easily  comprehended,  they  have  been  rendered  as  concise  as 
possible;  but  to  furnish  further  information  to  navigators  bound  to,  or  passing  the  port,  the  following 
remarks  are  appended: — 


*  This  is  the  most  southwestern  island  of  the  chain  of  islands  l;ing  off  the  Gulf  of  Yedo. 


726  THE  VPIND   AND   CUERENT  CHARTS. 

The  harbor  of  Simoda  is  near  the  southeastern  extremity  of  the  peninsula  of  Idzu,  which  terminates 
at  the  cape  of  that  name.  To  the  northward  of  the  harbor,  a  high  ridge  intersects  the  peninsula,  and 
south  of  this,  all  the  way  to  the  cape,  it  is  broken  by  innumerable  peaks  of  less  elevation. 

The  harbor  bears  S.  W.  by  W.  from  Cape  Sagami,  at  the  entrance  of  Yedo  Bay,  distant  about  45  miles. 

Kock  Island  is  about  120  feet  high,  and  a  third  of  a  mile  in  length,  with  precipitous  shores  and  uneven 
outlines.     It  has  a  thick  matting  of  grass,  weeds,  moss,  &c.,  on  the  top. 

From  the  summit  of  this  island  overfalls  were  seen,  bearing  N.  J  W.,  distant  a  mile  or  a  mile  and  a 
half.  These  may  have  been  caused  by  a  rock  or  reef.  An  attempt  was  made  to  find  it ;  but  the  strong 
current  and  fresh  wind  prevented  a  satisfactory  examination.  The  Japanese  fishermen,  however,  deny 
the  existence  of  any  such  danger. 

N.  by  W.  from  Eock  Island,  distant  2  miles,  are  the  Ukona  Eocks.  These  are  two  rocks,  though 
they  generally  appear  as  one.  The  largest  is  about  70  feet  high.  Between  these  and  Eock  Island,  the 
current  was  found  setting  B.  N.  easterly,  fully  four  miles  an  hour. 

Centre  Island  bears  from  Eock  Island  N.  |  E.,  distant  5  1-2  miles,  and  from  Ukona  Eocks  IST.  by 
E.  ^  E.,  distant  3  1-2  miles. 

Buisako  Islet  lies  N.  N.  E.  from  Centre  Island.  It  is  about  40  feet  high,  and  covered  with  trees 
and  shrubs. 

Should  the  buoy  on  Southampton  Eock  be  removed,  the  east  end  of  Centre  Island  on  with  the  west 
end  of  Buisako,  will  clear  the  rock  to  the  westward. 

Off  the  village  of  Susaki,  and  distant  one-third  of  a  mile  from  the  shore,  is  a  ledge  of  rocks,  upon 
which  the  surf  is  always  breaking ;  give  them  a  berth  of  two  cables  in  passing. 

Approaching  from  the  eastward,  the  harbor  will  not  open  until  you  get  well  inside  of  Cape  Diamond. 

To  the  northward  of  Cape  Diamond  is  the  bay  of  Sirahama,  which  is  quite  deep,  and  as  it  has  also 
several  sand  beaches,  it  may  be  mistaken  for  Simoda ;  but  as  you  approach  this  bay.  Cape  Diamond  will 
shut  in  the  Ukona  rocks  and  Eock  Island  to  the  southward ;  whilst  in  the  Simoda  roads  they  are  visible 
from  all  points. 

Cape  Idzu,  latitude 34°  36'  03"  K 

"         longitude  138°  52'  32"  E. 

Eock  Island,  latitude .      34°  34'  20"  K 

"  longitude 138°  57'  10"  B. 

S.  W.  J  W.  from  Kozu  Sima,  distant  about  20  miles,  and  south  a  little  westerly  from  Cape  Idzu, 
distant  about  40  miles,  there  are  two  patches  of  dangerous  rocks,  15  or  20  feet  high,  which  have  been 
named  Eedfield  Eocks.     They  are  in 

Lat.  83°  56'  13"  K;  long.  138°  48'  31"  E.;  and  lat.  33°  57'  31"  K ;  long.  138°  49'  13"  E. 

These  positions  may  not  be  strictly  correct,  but  it  is  believed  they  are  not  much  out  of  the  way. 

By  order  of  Commodore  M.  C.  Perry,  U.  S.  N. 

SILAS  BENT, 

Flag  Lieutenant. 


JAPAN  EXPEDITIOIT.  727 


{.Japan  Expedition  Pressi] 

U.  S.  Steam  Frigate  Mississippi,  at  Sea,  June  27,  1854. 
This  is  to  certify,  that  Yohatsi,  Hikoyemon  and  Dshirobe,  have  been  appointed  pilots  for  American 
vessels  entering  or  departing  from  the  port  of  Simoda,  and  that  the  following  rates  for  pilotage  have  been 
established  by  proper  authorities ;  viz  :-r 

For  vessels  drawing  over  eighteen  American  feet $15.00 

For  vessels  drawing  over  thirteen  and  less  than  eighteen  feet 10.00 

For  vessels  drawing  under  thirteen  feet         . •  6.00 

These  rates  shall  be  paid  in  gold  or  silver  coin,  or  its  equivalent  in  goods ;  and  the  same  shall  be  paid 
for  piloting  vessels  out,  as  well  as  into  port. 

"When  vessels  anchor  in  the  outer  roads  and  do  not  enter  the  inner  harbor,  only  half  the  above  rates 
of  compensation  shall  be  paid  to  the  pilots. 

By  order  of  the  Commander-in-Chief. 

Signed,  SILAS  BENT, 

Flag  Lieutenant. 
Approved. 

M.  C.  Perky, 
Commander-i-nrChief  of  the  U.  S.  Naval  Forces  in  the  Fast  India,  China,  and  Japan  Seas. 

U.  S.  Steam  Frigate  Mississippi,  Simoda,  Island  of  Niphok,  Japan,  June  24,  1854. 


\Japan  Expedition  Press^ 

U.  S.  Steam  Frigate  Mississippi,  at  Sea,  June  28, 1854. 
Eegulations  Respecting  Pilots,  and  the  Supplying  of  American  Vessels  Entering  the  Port 

of  Simoda. 

A  lookout  place  shall  be  established  at  some  convenient  point,  from  which  vessels  appearing  in  the 
offing  can  be  seen  and  reported,  and  when  one  is  discovered,  making  apparently  for  the  harbor,  a  boat  shall 
be  sent  to  her  with  a  pilot. 

And  in  order  to  carry  this  regulation  into  full  effect,  boats  of  suitable  size  and  quality  shall  always 
be  kept  in  readiness  by  the  harbor-master,  which,  if  necessary,  shall  proceed  beyond  Rock  Island,  to 
ascertain  whether  the  vessel  in  sight  intends  entering  the  harbor  or  not. 

If  it  be  the  desire  of  the  master  of  said  vessel  to  enter  port,  the  pilot  shall  conduct  her  to  safe 
anchorage,  and  during  her  stay  shall  render  every  assistance  in  his  power  in  facilitating  the  procurement 
of  all  the  supplies  she  may  require. 

The  rates  of  pilotage  shall  be :  for  vessels  drawing  over  18  American  feet,  fifteen  dollars ;  for  all 
vessels  drawing  over  13  feet,  and  less  than  18  feet,  ten  dollars;  and  for  all  vessels  under  13  feet,  five 
dollars. 


728  THE  WIND  AND  CURRENT  CHARTS. 

These  rates  shall  be  paid  in  gold  or  silver  coin,  or  its  equivalent  in  goods ;  and  the  same  shall  be  paid 
for  piloting  a  vessel  out,  as  well  as  into  port. 

When  vessels  anchor  in  the  outer  harbor,  and  do  not  enter  the  inner  port,  only  half  the  above  rates  of 
compensation  shall  be  paid  to  the  pilot. 

The  prices  for  supplying  water  to  American  vessels  at  Simoda,  shall  be  fourteen  hundred  cash,  per 
boat  load  (the  casks  to  be  furnished  by  the  vessel). 

And  for  wood  delivered  on  board,  about  seven  thousand  two  hundred  cash,  per  cube  of  five  American 

feet.  

SILAS  BENT, 

Flag  Lieutenant. 


tM^mSc 


Signed,  KUKA-KAWA-KAHEI, 

Lieutenant-  Governor, 
Approved. 

M.  C.  Perry, 
Commander-in-Chief  of  the  U.  S.  Naval  Forces  in  the  East  India,  China,  and  Japan  Seas. 
U.  S.  Steam  Frigate  Mississippi,  Simoda,  Japan,  June,  23,  185i. 


\Japan  Expedition  Press^ 
U.  S.  Steam  Frigate  Powhatan,  IIarbor  of  Hakodadi,  Island  of  Yesso,  Japan,  May  27,  1854. 
Sailing  Directions  for  Kapha,  Island  Great  Lew  Chew.    By  Silas  Bent,  Lieut.  TJ.  S.  N. 

This  is  the  principal  seaport  of  the  island,  and  perhaps  the  only  one  possessing  the  privileges  of  a  port 
of  entry. 

Its  inner,  or  "Junk  Harbor,"  has  a  depth  of  water  of  from  two  to  three  fathoms,  and,  though  small,  is 
sufficiently  large  to  accommodate  with  ease  the  fifteen  or  twenty  moderate-sized  junks  which  are  usually 
found  moored  in  it.  These  are  mostly  Japanese,  with  a  few  Chinese  and  some  small  coasting  craft,  which 
seem  to  carry  on  a  sluggish  trade  with  the  neighboring  islands. 

The  outer  harbor  is  protected  to  the  eastward  and  southward  by  the  main  land,  whilst  in  other  direc- 
tions, it  is  surrounded  by  merely  a  chain  of  coral  reefs,  which  answer  as  a  tolerable  breakwater  against  a 
swell  from  the  northward  or  westward,  but  afford,  of  course,  no  shelter  from  the  wind.  The  holding 
ground  is  so  good,  however,  that  a  well  found  ship  could  ride  out  here  almost  any  gale  in  safety. 

The  clearest  approach  to  Kapha  from  the  westward,  is  by  passing  to  the  northward  of  the  Amakarima 
Islands  and  sighting  Agenhu  Island,  from  whence  steer  a  S.  E.  course  for  the  harbor,  passing  on  either  side 


JAPAN  KXPEDITION.  72f 

of  Eeef  Islands,  being  careful,  however,  not  to  approach  them  too  near  ou  the  western  and  southern  sides, 
as  the  reefs  below  water,  in  these  directions,  are  said  to  be  more  extensive  than  is  shown  by  the  Charts. 

After  clearing  Eeef  Islands,  bring  "Wood  Hill  to  bear  S.  S.  E.,  when  stand  down  for  it,  until  getting 
upon  the  line  of  bearing  for  South  Channel.  This  will  carry  you  well  clear  of  Blossom  Eeef,  yet  not  so 
far  off  but  that  the  White  Tomb  and  clump  of  trees  or  bushes  to  the  southward  of  Tumai  Head  (see  View- 
No.  3,  on  Chart)  can  be  easily  distinguished.  An  E.  N.  E.  J  E.,  or  E.  N.  E.  course  will  now  take  you  in 
clear  of  all  dangers,  and  give  you  a  good  anchorage  on  or  near  the  seven  fathom  bank,  about  half  a  mile 
to  the  northward  and  westward  of  False  Capstan  Head.  This  channel  being  perfectly  straight,  is  more 
desirable  for  a  stranger  entering  the  harbor  than  Oar  Channel,  which,  though  wider,  has  the  disadvantage 
of  its  being  necessary  for  a  vessel  to  alter  her  course  some  four  or  five  points,  just  when  she  is  in  the  midst 
of  reefs  which  are  nearly  all  below  the  surface  of  the  water. 

To  enter  ly  Oar  Channel. — Bring  the  centre  of  the  island  in  Junk  Harbor  (known  by  the  deep  verdure 
of  its  vegetation),  to  fill  the  gap  between  the  forts  at  the  entrance  of  Junk  Harbor  (see  View  No.  2,  on 
Chart),  and  steer  a  S.  E.  |  E.  course,  until  Capstan  Head  bears  east,  when  haul  up  to  E.  N.  E.,  and  anchor 
as  before  directed. 

The  North  Channel. — Is  very  much  contracted  by  a  range  of  detached  rocks  making  out  from  the  reef 
on  the  west  side,  and  should  not  under  ordinary  circumstances  be  attempted  by  a  stranger;  as  at  high  water 
the  reefs  are  almost  entirely  covered,  and  it  is  difficult  to  judge  of  your  exact  position,  unless  familiar  with 
the  various  localities  and  landmarks.  To  enter  by  this  (north)  channel,  bring  a  remarkable  notch  in  the 
southern  range  of  hills  in  line  with  a  small  hillock  just  to  the  eastward  of  False  Capstan  Head  (see  View 
No.  1,  on  Chart),  and  stand  in  on  this  range  S.  by  E.  J  E.,  until  Sumai  Head  bears  E.  '  N.,  when  open  a 
little  to  the  southward,  so  as  to  give  the  reef  to  the  eastward  a  berth,  and  select  your  anchorage. 

There  is  a  black  spar-buoy  anchored  on  Blossom  Eeef,  halfway  betioeen  its  eastern  and  western  extremities, 
a  red  spar-buoy  on  the  point  of  reef  to  the  W.  N.  W.  of  Abbey  Point,  and  a  white  spar-buoy  on  the  S.  E. 
extremity  of  Oar  Eeef.  Flags  of  corresponding  colors  are  attached  to  all  these  buoys,  and  they  afford  good 
guides  for  the  South  and  Oar  Channels.  There  are  two  large  stakes  on  the  reefs  to  the  eastward  and  west- 
ward of  North  Channel,  planted  there  by  the  natives,  this  being  the  channel  mostly  used  by  the  junks 
trading  to  the  northward. 

An  abundance  of  fresh  water  can  always  be  obtained  at  the  fountains  in  Junk  Eiver,  where  there  is 
excellQnt  landing  for  boats.  There  is  a  good  spring  near  the  Tombs  in  Tumai  Bluff,  but  unless  the  water 
is  perfectly  smooth,  the  landing  is  impracticable,  and  under  any  circumstances  it  is  inconvenient  from  the 
want  of  sufficient  depth,  except  at  high  tide. 

It  is  directed  by  the  commander-in-chief,  that  the  vessels  of  the  squadron  under  his  command  shall 
heave  to  on  approaching  Napha,  and  make  signal  for  a  pilot,  when  an  officer  familiar  with  the  localities  and 
landmarks  will  be  sent  off  from  the  vessel  in  port  to  pilot  her  in,  or  point  out  to  her  commander  the  posi- 
tion of  the  dangers  to  be  avoided. 
92 


730  THE  WIND  AND  CURRENT  CHARTS. 

Should  there,  however,  be  no  vessel  in  port,  then  boats  are  to  be  sent  ahead,  and  anchored  npon  the 

extremities  of  the  reefs  between  which  the  vessel  intends  to  pass. 

By  order  of  Commodore  M.  C.  Perry. 

SILAS  BENT, 

Lieut.  U.  S.  Navy. 
Macao,  October  1,  1853. 

Note. — The  spar-buoys  above  described,  were  securely  moored  at  the  time  they  were  placed  in  their 
respective  positions,  but  may  be  displaced,  or  entirely  removed  by  the  heave  of  the  sea,  or  by  the  natives, 
and  should  therefore  not  be  entirely  relied  upon, 

S.  BENT. 

Oanting,  or  Port  Mellville,  Island  Great  Lew  Chew. — Oonting  Harbor  is  on  the  N.  W.  side  of  Lew  Chew, 
and  distant  about  thirty-five  miles  from  Napha. 

Sugar-loaf  Island,  an  excellant  landmark,  lies  about  twelve  miles  to  the  W.  N.  W.  of  the  entrance. 
The  island  is  low  and  flat,  with  the  exception  of  a  sharp  conical  peak  near  its  eastern  extremity,  which 
rises  to  a  height  of  several  hundred  feet. 

Passing  to  the  northward  of  Sugar-loaf  Island,  an  B.  southeasterly  course  will  bring  you  to  the  mouth 
of  the  harbor,  and  to  the  northward  and  westward  of  Kooi  Island.  It  is  advisable  to  heave  to  here,  or 
anchor  in  twenty  or  twenty-five  fathoms  water,  until  boats  or  buoys  can  be  placed  along  the  edges  of  the 
reefs  bordering  the  channel ;  for,  without  some  such  guides,  it  is  difficult  for  a  vessel  of  large  draft  to  find 
her  way  in  between  the  reefs,  which  contract,  in  places,  to  within  a  cable's  length  of  each  other,  and  are  at 
all  times  covered  with  water. 

The  ranges  and  courses  for  the  channel  are  :  first,  Hele  Rock  in  range  with  Double-topped  Mountain 
(see  View  on  Chart),  bearing  south  87°  east.  Steer  this  course,  keeping  the  range  on  until  Chimney  Eock 
bears  S.  J  E. ;  then  for  Chimney  Rock,  till  Point  Conde  bears  S.  49°  E. ;  then  for  Point  Conde,  until  entering 
the  basin  of  Oonting,  when  anchor ;  giving  your  ship  room  to  swing  clear  of  the  reef  making  out  to  the 
northward  of  Point  Conde,  and  you  will  be  as  snug  as  if  lying  in  dock ;  with  good  holding  ground,  com- 
pletely land-locked  and  sheltered  almost  entirely  from  every  wind. 

Good  water  is  to  be  had  at  the  village  of  Oonting. 

By  order  of  Commodore  M.  C.  Perry. 

SILAS  BENT, 

Lieut.  U.  S.  Navy. 

Sailing  Directions  and  Observations  upon  Lloyd's  Harbor,  Bonin  Islands,  from  Reports  of 
Acting  Masters  Madigan  and  Bennett,  of  the  U.  S.  ships  Saratoga  and  Susquehanna. 

"The  entrance  to  the  harbor  of  Port  Lloyd,  on  the  western  side  of  Peel  Island,  one  of  the  Bonin  group, 
is  well  defined;  so  that  it  can  scarcely  be  mistaken. 


JAPAN  EXPEDITIOIf.  781 

"A  ship  bound  in,  would  do  well  to  place  a  boat  on  the  shoal  that  makes  ofif  south  from  the  eastern 
point  of  Square  Eock,  as  it  is  called  on  Beechy's  Harbor  Chart.  This  shoal  can  easily  be  seen  from  aloft, 
however,  even  when  there  is  no  swell  on.  It  extends  full  two  cables'  length  from  Square  Eock  to  the 
southward,  and  is  steep.  The  centre  of  the  shoal  is  awash  with  a  smooth  sea.  The  tide  rises  about  three 
feet.  There  is  a  coral  rock  about  one  cable's  length  north  from  the  northern  point  of  Southern  Ilead,  on 
which  I  found  eight  feet  water.  But  a  ship  entering  the  harbor  would  not  be  likely  to  approach  Southern 
Head  so  near  as  to  get  upon  it.  This  island,  as  well  as  those  surrounding  it,  is  chiefly  visited  by  whale 
ships,  and  its  products,  therefore,  are  such  as  to  suit  their  wants. 

"Potatoes,  yams,  and  other  vegetables,  fruits  of  various  kinds,  together  with  wild  hogs  and  goats,  can 
be  procured  from  the  few  whites  and  Sandwich  Islanders — thirty-five  in  all — settled  there.  Wood  is 
good  and  plentiful,  and  water  can  be  had,  though  in  limited  quantities,  and  slightly  tainted  by  the  coral 
rocks  from  which  it  springs. 

"The  anchorage  is  fair,  though  open  to  the  south  and  west.  The  reconnoissance,  made  by  order  of  the 
commander-in-chief,  proved  the  accuracy  of  Capt.  Beechy's  chart." 

Mr.  Bennett,  acting  master  of  the  Susquehanna,  says  in  his  report :  "Assuming  the  position  of  Napha, 
in  Great  Loo  Choo  Island,  as  established  by  Beechy,  to  be  correct,  I  find,  by  the  mean  of  my  chronometers, 
that  he  has  placed  Ten-fathom  Hole,  in  Port  Lloyd,  five  miles  too  far  to  the  westward,  and  consequently  the 
whole  group  is  placed  that  much  to  the  westward  of  its  true  position." 

By  order  of  Commodore  M.  C.  Pebry. 

SILAS  BENT, 

Macao,  Oct.  1,  1858.  Lieut.  U.  S.  Navy. 


{Japan  Expedition  Press^^ 

U.  S.  Steam  Frigate  Mississippi,  at  Sea,  July  20, 1854. 
Sailing  Directions  fob  Hakodadi.    By  Lieut.  "Wm.  L.  Maury,  U.  S.  K 

This  spacious  and  beautiful  bay,  which  for  accessibility  and  safety  is  one  of  the  finest  in  the  world, 
lies  on  the  north  side  of  the  Straits  of  Sangar,  which  separate  the  Japanese  Islands  of  Niphon  and  Yesso, 
and  about  midway  between  Cape  Sirija  Saki*  (the  N.  E.  point  of  Niphon)  and  the  city  of  Matsmai.  It 
bears  from  the  cape  N.  "W.  J  "W.,  distant  about  45  miles,  and  is  about  4  miles  wide  at  the  entrance  and 
five  miles  deep. 

The  harbor  is  the  southeastern  arm  of  the  bay,  and  is  completely  sheltered,  with  regular  soundings 
and  excellent  holding  ground.  It  is  formed  by  a  bold-peaked  promontory,  standing  well  out  from  the 
high  land  of  the  main,  with  which  it  is  connected  by  a  low  sandy  isthmus,  and,  appearing  in  the  distance 
as  an  island,  may  be  readily  recognized. 


*  Saki  in  the  Japanese  language  means  Cape,  consequently  it  should  be  more  properly  called  Cape  Sirija;  but,  to  prevent  mistakes, 
it  has  been  thought  advisable  to  adopt  the  Japanese  names. 


732  THE  WIND  AND   CUKRENT  CHARTS. 

The  town  is  situated  on  the  N.  E.  slope  of  this  promontory,  facing  the  harbor,  and  contains  about 
6,000  inhabitants. 

Approaching  from  the  eastward,  after  passing  Cape  Survo  Kubo,  named  on  our  chart  Cape  Blunt, 
which  is  a  conspicuous  headland  12  miles  E.  by  S.,  from  the  town,  the  junks  at  anchor  in  the  harbor  will 
be  visible  over  the  low  isthmus. 

For  entering  the  Harhor. — Eounding  the  promontory  of  Ilakodadi,  and  giving  it  a  berth  of  a  mile,  to 
avoid  tbe  calms  under  the  high  land,  steer  for  the  sharp  peak  of  Komaga-daki,  bearing  about  north  until 
the  east  peak  of  the  Saddle,  bearing  about  N.  E.  by  N.,  opens  to  the  westward  of  the  round  knob  on  the 
side  of  the  mountain,  then  haul  up  to  the  northward  and  eastward,  keeping  them  open  until  the  centre  of 
the  Sand  Hills  on  the  isthmus  bears  S.  E.  by  E.  |  E.  (these  may  be  recognized  by  the  dark  knolls  upon 
them).  This  will  clear  a  spit  which  makes  out  from  the  northwestern  point  of  the  town  in  a  N.  north- 
westerly direction  two-thirds  of  a  mile ;  then  bring  the  Sand  Hills  a  point  on  the  port  bow,  and  stand  in 
till  the  northwestern  point  of  the  town  bears  S.  W.  \  W.,  when  you  will  have  the  best  berth,  with  five 
and  a  half  or  six  fathoms  water. 

If  it  is  desirable  to  get  nearer  in,  haul  up  a  little  to  the  eastward  of  south,  for  the  low  rocky  peak 
which  will  be  just  visible  over  the  sloping  ridge  to  the  southward  and  eastward  of  the  town.  A  vessel  of 
moderate  draught  may  approach  within  a  quarter  of  a  mile  of  Tsuki  point,  where  there  is  a  building 
yard  for  junks.  This  portion  of  the  harbor,  however,  is  generally  crowded  with  vessels  of  this  description ; 
and  unless  the  want  of  repairs,  or  some  other  cause,  renders  a  close  berth  necessary,  it  is  better  to  remain 
outside. 

If  the  Peak  or  Saddle  is  obscured  by  clouds  or  fog,  after  doubling  the  promontory  steer  K  by  E.  |  E. 
until  the  Sand  Hills  are  brought  upon  the  bearing  above  given,  when  proceed  as  there  directed. 

A  short  distance  from  the  tail  of  the  spit,  is  a  detached  sandbank  with  3J  fathoms  on  it,  the  outer 
edge  of  which  is  marked  by  a  white  spar-buoy.  Between  this  and  the  spit  there  is  a  narrow  channel 
with  4J  fathoms  water.  Vessels  may  pass  on  either  side  of  the  buoy,  but  it  is  most  prudent  to  go  to  the 
northward  of  it. 

Should  the  wind  fail  before  reaching  the  harbor,  there  is  a  good  anchorage  in  the  outer  roads  in  from 
25  to  10  fathoms. 

Excellent  wood  and  water  may  be  procured  from  the  authorities  of  the  town,  or,  if  preferred,  water 
can  easily  be  obtained  from  Kamida  Creek,  which  enters  the  harbor  to  the  northward  and  eastward  of  the 
town. 

The  season,  at  the  time  of  our  visit,  was  unfavorable  for  procuring  supplies ;  a  few  sweet  and  Irish 
potatoes,  eggs  and  fowls,  however,  were  obtained;  and  these  articles,  at  a  more  favorable  period  of  the  year, 
will  no  doubt  be  furnished  in  sufficient  quantities  to  supply  any  vessel  that  may  in  future  visit  the  port. 

Our  seine  supplied  us  with  fine  salmon  and  a  quantity  of  other  fish,  and  the  shores  of  the  bay 
abound  with  excellent  shell-fish. 

During  our  stay  in  this  harbor,  from  May  17  to  June  3,  the  weather  was  generally  pleasant,  until 


JAPAN  EXPEDITION.  788 

June  1,  when  the  fog  set  in.    It  was  usually  calm  in  the  morning,  but  towards  the  middle  of  the  day  a 
brisk  breeze  from  S.  W.  sprung  up.> 

Latitude,  mouth  of  Kamida  Creek 41°  49'  22"  N. 

Longitude         "  "  " 140°  47' 45"  E. 

Variation .         .         .         .         .         .       4°  80'  0"  W. 

nigh  water,  full  and  change V.  hours. 

Extreme  rise  and  fall  of  tide 3  feet. 

Our  chronometers  were  rated  at  Napa  Kiang,  Lew  Chew,  from  the  position  of  that  place  as  given  by 
Captain  Beechy,  E.  N. 

By  order  of  Commodore  M.  C.  Perry,  U.  S.  N. 

SILAS  BENT, 

Flag  Lieutenant. 


[Japan  Expedition  Press^ 

U.  S.  Steam  Frigate  Mississippi,  at  Sea,  July  21,  1854. 
Additional  Eegulations. 
Agreed  to  lelween  Commodore  Matthew  C.  Perry,  Special  Envoy  to  Japan,  from  the  United  States  of  America, 
and  Hayashi  Daigahu  no-hami;   Ido,  Prince  of  Tsus-sima ;   Izawa,  Prince  of  Mima-sahi;    Tsudzuki, 
Prince  of  Suruga ;    TIdono,  Member  of  the  Board  of  Revenue;  Take  no  uchi  Sheitaro,  and  Matsusaki, 
Michitaro;  Commissioners  of  the  Emperor  of  Japan,  on  behalf  of  their  respective  Oovemments. 

Article  I. — The  Imperial  Governors  of  Simoda  will  place  watch  stations  wherever  they  deem  best  to 
designate  the  limits  of  their  jurisdiction ;  but  Americans  are  at  liberty  to  go  through  them  unrestricted, 
within  the  limits  of  seven  Japanese  Ri,  or  miles ;  and  those  who  are  found  transgressing  Japanese  laws, 
may  be  apprehended  by  the  police,  and  taken  on  board  their  ships. 

Article  II. — Three  landing  places  shall  be  constructed  for  the  boats  of  merchant  ships  and  whale  ships 
resorting  to  this  port ;  one  at  Simoda,  one  at  Kakizaki,  and  the  third,  at  the  brook  lying  S.  E.  of  Centre 
Island.    The  citizens  of  the  United  States  will,  of  course,  treat  the  Japanese  officers  with  proper  respect. 

Article  III. — Americans,  when  on  shore,  are  not  allowed  access  to  military  establishments,  or  private 
houses,  without  leave ;  but  they  can  enter  shops  and  visit  tenjples  as  they  please. 

Article  IV. — Two  temples,  the  Rioshen  at  Simoda,  and  Yokushen  at  Kakizaki,  are  assigned  as  resting 
places  for  persons  in  their  walks,  until  public  houses  and  inns  are  erected  for  their  convenience. 

Article  V. — Near  the  Temple  Yokushen,  at  Kakizaki,  a  burial-ground  has  been  set  apart  for  Ameri- 
cans, where  their  graves  and  tombs  shall  not  be  molested. 

Article  VI. — It  is  stipulated  in  the  treaty  of  Kanagawa,  that  coal  will  be  furnished  at  Hakodadi;  but, 
as  it  is  very  difficult  for  the  Japanese  to  supply  it  at  that  port.  Commodore  Perry  promises  to  mention  this 
to  his  government,  in  order  that  the  Japanese  government  may  be  relieved  from  the  obligation  of  making 
that  port  a  coal  depot. 


784  THE  WIND  AND  CURRENT  CHARTS. 

Article  VII. — It  is  agreed,  that  tenceforth.  the  Chinese  language  shall  not  be  employed  in  official 
communications  between  the  two  governments,  except  when  there  is  mo  Dutch  interpreter. 

Article  VIII. — A  harbor  master  and  three  skilful  pilots  have  been  appointed  for  the  port  of 
Simoda. 

Article  IX. — Whenever  goods  are  selected  in  the  shops,  they  shall  be  marked  with  the  name  of  the 
purchaser  and  the  price  agreed  upon,  and  then  be  sent  to  the  Goyoshi,  or  government  office,  where  the 
money  is  to  be  paid  to  Japanese  officers,  and  the  articles  delivered  by  them. 

Article  X. — The  shooting  of  birds  and  animals  is  generally  forbidden  in  Japan,  and  this  law  is,  there- 
fore, to  be  observed  by  all  Americans. 

Article  XI. — It  is  hereby  agreed  that  five  Japanese  Ei,  or  miles,  be  the  limit  allowed  to  Americans 
at  Hakodadi ;  and  the  requirements  contained  in  Article  I.  of  these  regulations  are  hereby  made  also  ap- 
plicable to  that  port,  within  that  distance. 

Article  XII. — His  Majesty,  the  Emperor  of  Japan,  is  at  liberty  to  appoint  whoever  he  pleases,  to 
receive  the  ratification  of  the  treaty  of  Kanagawa,  and  give  an  acknowledgment  on  his  part. 

It  is  agreed  that  nothing  herein  contained  shall,  in  any  way,  affect  or  modify  the  stipulations  of  the 

treaty  of  Kanagawa,  should  that  be  found  to  be  contrary  to  these  regulations.    In  witness  whereof,  copies  of 

these  additional  regulations  have  been  signed  and  sealed  in  the  English  and  Japanese  languages  by  the 

respective  parties,  and  a  certified  translation  in  the  Dutch  language,  and  exchanged  by  the  Commissioners 

of  the  United  States  and  Japan. 

(Signed)  M.  C.  PERRY, 

Commander-in-chief  of  the  U.  S.  Naval  Forces  in  the  East  India,  Chinese,  and  Japan  Seas; 

and  Special  Envoy  to  Japan. 
Simoda,  Japan,  June  17, 1854. 


From  Captain  George  A.  Potter,  of  Ship  Architect. 

February  17,  1854. 

Vessels  departing  from  Hong-Kong,  bound  to  Shanghai,  in  the  northeast  monsoon,  should  be  in  good 

condition  to  contend  with  rough  weather,  and  to  carry  sail.    Upon  leaving,  the  Lyemoon  or  Lammat 

Channel  can  be  taken,  the  latter  being  preferable  in  a  large  vessel.     When  clear  of  the  islands,  the  wind 

will  be  found  to  be  about  E.  N.  E.  generally,  or  as  the  line  of  coast  trends,  and  when  the  monsoon  is  not 

heavy,  periodical  changes  of  wind  occur.    At  such  times,  vessels  should  be  close  in  with  the  land  early  in 

the  morning,  and  tack  off  shore  at  about  8  o'clock,  standing  off  till  about  2  P.  M.,  and  on  the  in-shore  tack 

standing  boldly  in  to  the  coast,  making  such  arrangements  during  the  night  as  will  bring  the  vessel  in  a 

position  in  shore  again  in  the  morning.     When  the  monsoon  is  moderate,  vessels  should  not  stand  far  into 

the  bays,  as  they  will,  by  so  doing,  experience  light  winds,  and  oftentimes  calms ;  and,  on  the  contrary, 

when  the  monsoon  is  strong,  they  should  stand  as  far  as  possible  into  the  bays,  and  not  stand  further  off 

than  is  actually  necessary,  especially  as  the  changes  of  wind  above  alluded  to  seldom  occur  at  such  times. 

It  would  be  well  to  add  here,  that  vessels  almost  always  go  faster  in  shore  than  they  do  off,  as  there  is  a 

ground  swell  heaving  after  them  when  in  with  the  land. 


JAPAN  EXPEDITION.  735 

During  the  severe  monsoon  gales,  whicli  last  about  three  days,  vessels  should  seek  shelter  in  one  of 
the  numerous  good  anchorages  to  the  westward  of  Breaker  Point,  when,  upon  the  breaking  up  of  the  gale, 
they  can  make  a  fresh  start,  and  perhaps  get  round  Formosa  before  encountering  another,  especially  after  the 
month  of  November.  Having  reached  Breaker  Point,  vessels  should  then  stretch  over  for  the  south  end 
of  Formosa,  and  upon  getting  to  the  eastward,  the  wind  will  be  found  to  veer  northerly,  or  more,  as  the 
coast  of  Formosa  trends ;  and  a  good  sailing  vessel  will  be  almost  sure  to  fetch  the  South  Cape  or  Lamay 
Island  to  windward.  Upon  getting  in  with  the  land,  light  variable  winds  and  calms  are  often  met  with,  but 
the  strong  current  to  the  S.  W.  will  very  soon  drift  the  vessel  down,  when  she  will  find  the  breeze  coming 
on  fresh  again.  In  passing  the  South  Cape  in  the  daytime,  vessels  should  keep  close  in  to  the  land,  and 
the  nearer  the  shore  the  stronger  the  favorable  current,  there  being  no  hidden  dangers.  In  passing  round 
in  the  night,  however,  and  when  there  is  no  moon,  it  will  be  advisable  to  pass  to  the  southward  of  the  Vela 
Eete  Eocks,  and  tacking  to  the  N.  "W.  when  nearly  in  the  longitude  of  Gadd's  Eeef,  or  sooner  if  it  is 
daylight,  as  the  South  Cape  of  Formosa  is  very  low,  and  rather  unsafe  to  approach  in  a  dark  night ;  and 
again,  when  a  gale  comes  on,  and  a  vessel,  being  to  the  westward  of  the  cape  and  near  it,  is  obliged  to  heave 
to,  a  strict  lookout  should  be  kept  during  the  night,  as  several  vessels,  under  these  circumstances,  have 
found  themselves  to  the  eastward  of  the  cape  in  the  morning,  having  been  drifted  to  windward  during  the 
night,  and  passed,  probably,  within  a  dangerous  proximity  of  the  Vela  Eete  Eocks.  The  current  sets 
sometimes  with  incredible  velocity  round  the  cape,  and  then  up  northward  along  the  coast,  and  the  stronger 
the  northerly  gale,  the  stronger  the  weather  current,  gradually  diminishing  in  strength  towards  the  north 
end  of  Formosa.  After  rounding  the  cape,  vessels  should  work  short  tacks  along  the  east  coast  of  Formosa, 
keeping  close  in  shore  to  get  the  benefit  of  the  current.  Having  reached  the  northeast  cape  of  Formosa, 
and  the  wind  does  not  veer  to  the  eastward,  which  is  sometimes  the  case,  vessels  should  keep  between  the 
meridians  of  the  Barren  Islands  and  the  islands  off  the  north  end  of  Formosa,  and  not  stretch  in  for  the 
coast  of  China  until  able  to  make  a  lead  in  for  Video  or  Leuconna.  Thence  to  Shanghai,  they  may  follow 
the  Sailing  Directions  given  by  Captain  Collinson,  E.  N".,  which  will  be  found  in  Horsburgh,  or  the  direc- 
tions given  in  a  pamphlet  entitled  Practical  Instructions  for  Navigating  the  Yantze  Kiang,  by  Walter  Macfar- 
lane,  Esq.,  which  are  more  explicit,  and  written  by  a  gentleman  of  long  experience  in  those  localities. 

Eegarding  the  passage  to  or  from  Shanghai  in  a  fair  monsoon,  little  can  be  said  excepting  that  coasting 
vessels,  when  without  observations,  are  in  the  habit  of  sighting  the  land  to  verify  their  reckoning.  In 
the  northeast  monsoon  there  is  a  constant  current  down  the  coast,  running  with  more  or  less  velocity 
according  to  the  strength  of  the  wind;  and  the  wind  generally  blows  along  the  line  of  coast,  that  is,  E.  N.  E. 
from  Hong-Kong  to  Breaker  Point,  N.  E.  in  the  Formosa  Channel,  and  N.  N.  E.  from  Formosa  north.  The 
first  part  of  the  monsoon  is  very  strong,  and  frequently  in  the  month  of  October  it  is  almost  an  incessant 
gale ;  in  the  latter  stage,  from  January  to  May,  S.  B.  winds  are  not  uncommon,  and  the  more  frequent  as 
the  season  advances ;  there  is  considerable  thick  weather  in  the  latter  part  of  the  monsoon,  and  a  S.  E.  wind 
to  the  northward  of  Formosa  almost  invariably  brings  a  dense  fog  with  it.  The  passage  from  Shanghai  to 
Hong-Kong  in  the  S.  W.  monsoon  is  very  tedious,  from  the  frequent  calms  and  squalls,  and  constant  strong 
current  up ;  and  coasting  vessels  generally  use  their  kedge  when  there  is  not  sufficient  wind  to  make  any 


736  THE  WIND  AND  CUERENT  CHARTS. 

progress.     In  working  down,  it  is  well  to  keep  in  with  the  coast,  stretching  into  bays  and  by-  headlands  to 
get  out  of  the  current,  if  there  is  sufficient  wind  to  preclude  the  probability  of  getting  becalmed. 

From  the  month  of  July  to  the  latter  part  of  September,  and  sometimes  October,  is  considered  the 
typhoon  season ;  and  at  this  season  of  the  year  a  barometer  cannot  be  watched  too  closely.  Typhoons  have 
happened  in  May  and  June,  but  very  seldom.  These  storms  appear  to  originate  to  the  eastward,  in  the  Pacific 
Ocean;  and,  passing  the  Bashee  Islands,  travelling  to  the  southward  of  west,  their  centres  pass  nearly  over 
the  parallels  of  Hong-Kong  and  Macao.  A  falling  barometer,  with  a  northerly  wind,  is  almost  a  sure 
symptom  of  the  approach  of  a  cyclone  in  this  vicinity^  These  storms,  coming  from  the  eastward,  are 
sometimes  probably  turned  off  from  their  usual  course  by  the  high  land  of  Formosa  intervening  between 
them  and  the  China  coast,  and  at  such  times  they  travel  up  north,  curving  again  to  the  westward.  This 
inference  somewhat  accounts  for  the  fact  that  Amoy  is  seldom  visited  by  these  storms,  and  they  are  never 
felt  there  with  such  a  degree  of  severity  as  at  the  other  ports  to  the  northward  and  southward  of  Formosa. 
These  storms  are  also  generally  preceded  by  a  heavy  swell  from  N.  E.  to  E. 


ROUTES  FROM  EUROPE  AND  THE  UNITED  STATES  TO  AUSTRALIA. 

The  gold  ports  of  Australia,  whether  the  distance  be  measured  via  Cape  Horn,  or  by  the  way  of  the 
Cape  of  Good  Hope,  are  between  12,000  and  13,000  miles  from  the  Atlantic  ports  of  the  United  States  or 
Europe.  The  best  way  for  vessels  in  the  Australian  trade,  from  Europe  or  the  Atlantic  ports  of  America,  to 
go,  is  by  doubling  the  Cape  of  Good  Hope;  and  the  best  way  to  come,  is  via  Cape  Horn ;  and  for  this  reason, 
viz :  The  prevailing  winds  in  the  extra-tropical  regions  of  the  southern  hemisphere  are  from  the  N.  W., 
which  of  course  makes  fair  winds  for  the  outward  bound  around  the  Cape  of  Good  Hope,  and  fair  winds 
for  the  homeward  bound  around  Cape  Horn.  Here,  all  is  plain  sailing ;  vessels  homeward  bound  should 
steer  by  the  shortest  cut  for  Cape  Horn,  and  the  outward  bound,  after  clearing  the  calms  of  Capricorn  in 
the  Atlantic,  should  shape  their  course  as  direct  for  the  port  of  destination  as  the  land  and  ice  and  the 
winds  will  permit  them. 

Eeturning  by  the  way  of  Cape  Horn  homeward,  the  best  route  is  to  get  south  of  the  parallel  of  45°  or 
50°  S.,  as  soon  as  you  can  by  a  S.  E.  course.  Do  not  hesitate,  if  the  winds  favor,  to  pass  south  of  New 
Zealand.  But  whether  you  pass  south  of  these  islands  or  not,  as  soon  as  you  get  clear  of  them,  let  the 
course  be  shaped  direct  for  Cape  Horn ;  recollecting  that  the  further  you  keep  south  of  the  middle  of  the 
straight  line  on  your  chart  from  Van  Dieman's  Land  to  Cape  Horn,  the  nearer  you  are  to  the  great  circle 
route,  and  the  shorter  the  distance.  The  difference  by  the  great  circle,  and  by  the  straight  course  on  the 
Charts,  being  upwards  of  1,000  miles. 

In  the  passage  from  Australia  to  Cape  Horn,  by  keeping  between  the  parallels  of  45°  and  60°  all  the 
way,  you  will,  I  am  of  the  opinion,  feel  more  or  less  the  warmth  and  set  of  a  current  that  passes  south  of 
Australia  from  the  Indian  Ocean.  "Whether  the  boisterous  weather,  to  which  a  warm  current  in  such 
latitudes  would  give  rise,  will  compensate  for  the  advantages  to  be  gained  in  other  respects,  must  be  left 


ROUTES  FROM  EUROPE  AND  THE  UNITED  STATES  TO   AUSTRALIA.  737 

for  experience  to  determine.  For  my  own  part,  I  do  not  suppose  this  current  to  be  as  strongly  marked  as 
is  our  Gulf  Stream  in  the  Atlantic.  It  is  represented  on  Plate  XIX.  The  passage  from  the  Capes  of  the 
Delaware  to  Liverpool  may  be  considered  as  affording  us  the  means  of  judging  pretty  accurately  as  to  this 
passage  from  Australia;  the  chief  diiference  being  in  the  climate  and  the  gales,  and  the  rolling  sea  and  a 
greater  prevalence  of  westwardly  winds. 

The  climate  in  the  Pacific  along  this  route  will  be  found  not  quite  so  mild  as  is  that  along  the  European 
route  in  the  Atlantic.  But  the  gales  in  the  Atlantic  are  probably  more  frequent  and  violent  than  they  are 
in  the  South  Pacific ;  at  any  rate,  I  suppose  that  such  will  be  found  to  be  the  case,  until  you  reach  the 
regions  of  Cape  Horn. 

The  Australian  routes  present  frequent  opportunities  for  fine  runs.  In  the  South  Indian  and  Pacific 
Ocean,  below  the  parallel  of  40°  S. — particularly  between  45°  and  50°  lat. — and  away  from  the  influence  of 
the  land — as  along  this  route,  especially  from  New  Zealand  to  Cape  Horn — the  westerly  winds  blow  almost 
with  the  regularity  of  the  trades ;  and  a  fast  vessel,  taking  a  westerly  gale  as  she  clears  the  New  Zealand 
Islands,  may  now  and  then  run  along  with  it  pretty  nearly  to  Cape  Horn ;  or  taking  it  on  the  outward 
passage  after  clearing  the  southeast  trades  of  the  Atlantic,  may,  by  keeping  well  south,  run  along  with  it 
to  Van  Dieman's  Land. 

The  United  States  and  Australia  are  nearly  antipodal.  A  diameter  of  the  earth  having  one  end  in  the 
Atlantic  upon  the  parallel  of  38°  N.  at  its  intersection  with  the  meridian  of  35°  W.  would  have  the  other 
near  Port  Philip,  New  South  Wales.  It  will  therefore  be  perceived  how  that  the  meridians  of  many  places 
in  America  being  followed  to  the  south  pole,  and  thence  onward,  would  guide  one  to  various  places  in  New 
Holland.  Thus,  the  same  meridian  line  which  passes  through  Eastport,  in  Maine,  being  continued  on  the 
other  side  of  the  world,  will  be  found  to  pass  near  the  Swan  Kiver  settlement  of  the  great  Gold  Continent. 
This  meridian  is  a  great  circle;  and  the  intercepted  arc  of  it,  therefore,  represents  the  shortest  distance 
between  any  two  places  that  are  situated  upon  it. 

Hence,  it  will  be  perceived  that  the  great  circle  from  New  York  to  Australia  passes  very  nearly 
through  the  axis  of  South  America,  thence  south  through  the  antarctic  regions,  and  so  on  northwardly 
again,  till  it  reaches  .this  modern  Ophir.  But  this  route  is  impracticable  to  the  navigator,  and  it  is  therefore 
useless  to  give  him  sailing  directions  for  it. 

Let  us,  however,  look  for  one,  which,  being  practicable,. will  be  found  to  deviate  as  little  as  possible 
from  the  great  circle,  and  which,  moreover,  all  things  being  considered,  offers  to  vessels  in  the  Australian 
trade  from  Europe,  as  well  as  from  the  United  States,  the  fairest  prospect  of  the  most  speedy  passages. 
Having  found  such  a  route,  I  propose  to  give  those  navigators,  whether  American  or  European,  who  are 
co-operating  with  me  in  collecting  data  for  my  researches,  the  benefit  of  additional  sailing  directions  for 
Australia,  or  at  least  such  farther  suggestions  with  regard  to  the  passage,  as  I  at  present  feel  prepared  to 
make. 

As  the  great  circle  from  New  York  to  Port  Philip  passes  through  South  America,  and  as  the  laud 
blocks  the  way  so  that  ships  cannot  go  west  of  that  meridian,  we  must  look  to  the  eastward  of  it  for  the 
93 


78S  THK  WIND  AND  CURRENT  CHARTS. 

most  practicable  route.  We  must  pass  east  of  Cape  St.  Eoque;  it  and  Port  Philip  may  be  considered  for 
all  our  present  purposes  to  be  actually,  as  in  reality  they  nearly  are,  on  the  same  meridian.  To  find  the 
great  circle  distance  between  two  such  places,  we  have  but  to  add  the  co-latitude  of  one  to  the  co-latitude 
of  the  other,  and  their  sum  gives  what  is  sought.  Thus,  the  co-latitude  of  the  St.  Eoque  is  84°  32',  and  of 
Port  Philip  51°  41',  the  sum  of  which  is  136°  13'  of  co-latitude. 

It  will  suit  the  purposes  of  illustration  better,  to  count  from  the  equator  in  the  Atlantic  at  its  inter- 
section with  the  meridian  of  St.  Eoque  (35°  24'),  from  which  point  the  great  circle  distance  to  Australia  is 
8,500  miles. 

Now,  all  ships,  whether  from  North  America  or  Europe,  that  are  bound  into  the  southern  hemisphere, 
are  advised  to  cross  the  line  to  the  eastward  of  this  meridian.  Therefore,  the  great  circle  from  St.  Eoque 
is  not  yet  far  enough  to  the  eastward  for  the  navigator.  Suppose,  then,  the  average  crossing-place  of  the 
line  in  the  Atlantic  to  be,  as  it  really  is,  in  30°  west;  let  us  project  the  great  circle  from  this  point.  From 
this  crossing  to  Port  Philip,  the  most  remote  parallel  touched  by  the  great  circle,  is  about  84°  S.  near  its 
intersection  with  the  meridian  of  60°  E.,  and  the  distance  to  Australia  is  8,480  miles. 

It  will  be  as  well  for  the  navigator  who  is  aiming  for  a  quick  passage — and  who  in  these  times  is  not  ? 
— to  notice  how  this  great  circle  from  the  line  in  30°  W.  runs.  It  crosses  the  parallel  of  10°  S.  near  28° 
50'  W. ;  of  20°,  near  27°  30'  W. ;  of  30°,  near  26°  00'  W. ;  of  40°,  near  24°  20'  W. ;  and  of  50°,  near 
21°  50'  W.,  &c. 

This  route  is  also  impracticable,  for  it  takes  one  too  far  south.  But  it  will  serve  as  a  guide  to  another, 
which  Mr.  Towson,  of  Liverpool,  has  designated  the  "  composite,"  which  will  enable  the  navigator  to  take 
the  nearest  route  that  is  practicable. 

Vessels  that  are  bound  southeastwardly,  after  crossing  the  line  in  30°  W.,  can  generally  reach,  without 
being  pinched  by  the  way,  30°  S.  between  30°  and  20°  W.  The  great  circle  distance  thence  to  Port  Philip 
is,  if  it  could  be  followed,  about  6,700  miles ;  but  it  crosses  the  barriers  of  perpetual  ice  which  forbid  the 
passage  through  the  antarctic  regions.  But,  if  a  vessel  do  not  go  south  of  55°,  she  cannot  accomplish  the 
distance  to  Port  Philip,  from  the  parallel  and  meridian  of  30°,  in  less  than  7,300  miles.  It  will  be  observed 
that,  since  a  vessel  cannot  make  easting  in  the  S.  E.  trades,  vessels  crossing  the  line  in  30°,  or  indeed  on 
any  other  meridian,  will  find  themselves  generally  forced  a  little  to  the  westward  of  the  great  circle  to  Port 
Philip  from  the  point  of  equatorial  crossing,  be  that  upon  what  meridian  it  may. 

The  majority  of  vessels  bound  around  the  Cape  of  Good  Hope,  cross  the  meridian  of  20°  "W.  between 
the  parallels  of  30°  and  35°  S.  Here,  they  generally  aim  to  make  a  course  a  little  to  the  south  of  east. 
But  the  great  circle  route  to  Australia  would,  were  it  practicable,  require  them  to  pass  the  parallel  of  70° 
S.  before  crossing  this  meridian  of  20°  W.  That  route  is  the  nearest  which,  being  practicable,  deviates  the 
least  from  the  great  circle.  Therefore  the  course  of  the  Australian-bound  vessel  when  she  clears  the  calm 
belt  of  Capricorn,  between  the  meridians  of  20°  and  30°  W.,  which  we  will  suppose  she  generally  does 
by  the  time  she  reaches  the  parallel  of  30°  S.,  is  tangential  to  the  parallel  of  the  highest  degree  of  latitude 
that  she  intends  to  reach.  The  distance  and  "  composite"  routes  are  subjoined  for  the  parallels  as  "  vertices" 
of  45°,  50°  and  55°,  S.  from  30°  S.,  and  from  the  meridians  of  30°  and  of  20°  W.  respectively : 


ROUTES   PROM   EUROPE   AND  THE   UNITED  STATES  TO   AUSTRALIA.  739 

From  30°  S.  and  30°  W.  to  45°  S.  ia  20°  E.,  thence  E.  to  120°  E.,  and  thence  by  tangent  to  Port 
Philip  8,000  miles. 

Ditto  by  tangent  to  50°  S.  in  30°  E.,  then  to  100°  E.,  and  thence  to  Port  Philip,  7,700. 

From  30°  S.  and  20°  W.,  by  tangent  to  45°  S.  in  30°  E.,  and  thence,  as  upon  the  parallel  of  45°  from 
30°  W.  to  Port  Philip,  7,600. 

From  ditto,  to  50°  S.,  long.  40°  E.,  and  thence  to  Port  Philip  as  before  from  30°  W.,  7,300. 

From  30°  S.,  long.  25°  W.  by  tangent  to  the  parallel  of  55°  in  long.  40°  E.,  and  thence  along  this 
parallel  to  90°  E.,  and  thence  by  tangent  to  Port  Philip,  the  distance  is  7,300  miles. 

These  tangential  curves  are  arcs  of  great  circles ;  and  the  navigator  who  will  not  take  the  trouble  to 
get  out  these  curves  so  that  he  may  follow  them  to  and  from  the  parallel  or  "vertex"  upon  which  he 
proposes  to  "run  down  his  longitude,"  but  prefers  the  rhumb-line  course,  must  make  up  his  mind  to  the 
loss  to  be  incurred,  for  even  in  the  cases  quoted  above,  he  will  lose  by  the  rhumb-line  course  from  a  few 
hours'  to  a  day's  sail,  according  to  circumstances.* 

At  any  rate,  when  he  comes  to  view  the  route  to  Australia  as  here  described,  he  will  perceive  that  the 
route  to  the  Cape  of  Good  Hope  turns  off  from  it  about  the  parallel  of  30°  S.,  and  that  therefore  Australian 
bound  vessels  do  not  care  to  make  so  much  easting  in  the  trades  as  do  those  vessels  that  desire  either  to 
touch  at  or  double  close  around  the  cape ;  consequently,  it  is  no  object  with  them  to  hug  the  trades  as 
close  as  the  cape-bound  vessels  do. 

Here,  then,  as  you  clear  the  belt  of  S.  E.  trade-winds,  there  is  a  fork  in  the  road.  The  vessel  bound 
to  the  cape  going  to  the  east ;  but  she  whose  destination  is  for  the  gold  fields  south,  should  stand  on  to 
the  southward,  not  thinking  of  hauling  up  to  the  eastward  until  she  clears  the  calms  of  Capricorn,  and 
finds  herself  well  within  the  region  of  the  trade-like  westerly  winds  of  the  southern  hemisphere. 

She  may  then  begin  to  edge  away  and  to  haul  up  gradually  to  the  eastward,  crossing  10°  W.  between 
the  parallels  of  40°  and  50°  according  to  the  season,  and  reaching  her  extreme  southern  parallel  in  our 
winter  months  near  the  meridian  of  20°  E.  Upon  this  parallel  (unless  experience  shall  prove  that  she 
may,  without  inconvenience  as  to  ice  and  weather,  go  farther  south  56°,  and  the  farther  south  the  shorter 
the  distance),  she  should  run  along  her  vertex  till  she  crosses  the  meridian  of  90°  or  100°  east,  when  she 


*  In  1847,  Jlr.  J.  T.  Towson,  of  Liverpool,  computed  a  set  of  tables  to  "  facilitate  the  practice  of  great  circle  sailing,"  which  are 
published  by  the  Admiralty.  By  these  tables  Mr.  Towson  has  won  the  credit  of  having  systemizcd  and  introduced  regularly  into  the 
art  or  science  of  practical  navigation,  a  new  branch  which  is  now  known  as  "composite  sailing."  That  is,  when  a  navigator  makes  up 
his  mind  to  "  run  down  his  longitude"  upon  a  certain  parallel,  the  nearest  way  for  kirn  to  get  on  that  parallel  is  by  arc  of  great  circle 
which  passing  through  the  place  of  his  ship  is  tangent  to  that  parallel.  Likewise,  in  quitting  that  parallel,  called  the  "vertex,"  the 
nearest  way  is  again  by  arc  of  tangential  great  circle  which  passes  through  his  place  of  destination.  Mr.  Towson's  tables  afford  the 
navigator  simple  rules  and  methods  for  finding  his  courses  and  distance  by  such  arcs. 

More  recently,  Professor  Chauvenet,  of  the  Naval  Academy  at  Annapolis,  has  invented  a  "  Great  Circle  Protractor,"  by  which  the 
navigator  can  lay  off  exactly  and  with  great  facility  the  arc  of  a  great  circle,  however  short,  which  he  wishes  to  follow.  In  finding  the 
arc,  the  protractor  shows  also  the  courses  and  distance.  The  contrivance  is  exceedingly  simple  and  beautiful,  making  "composite 
sailing"  very  easy.  The  navigator,  therefore,  who  wishes  to  "  cut  off  all  the  corners"  and  save  every  mile  possible,  should,  instead  of 
taking  the  rhumb-line  courses  above  suggested,  to  and  from  his  "vertex,"  supply  himself  with  one  of  these  works,  that  he  may  get  off 
and  on  his  vertex  by  great-circle  arcs. 


740  THE  WIND  AND  CURRENT  CHARTS. 

may  begin  gradually  to  edge  up  for  her  port,  but  still  keeping  to  tte  right  of  the  rhumb-line  on  her  chart, 
that  leads  to  it.  Hence,  it  will  be  perceived  that  Australian-bound  vessels  have  nothing  to  do  with  the 
Cape  of  Good  Hope ;  they  do  not  wish  to  go  within  scarcely  a  thousand  miles  of  it. 

The  best  crossing-place  of  25°  or  30°  south,  that  the  S.E.  trades  will  generally  allow  for  the  Austra- 
lian route,  is  about  30°  W.,  a  few  degrees  more  or  less.  Here,  the  winds  being  fair,  the  great  circle  from 
this  crossing  to  Port  Philip  will  give  the  navigator  a  very  correct  idea  as  to  the  best  course  for  him  to 
pursue  after  reaching  25°  or  30°  S.,  at  the  crossing  above  mentioned. 

The  distance  from  it  to  Port  Philip  is  about  6,500  miles,  the  arc  of  the  great  circle  crossing  the  prime 
meridian  between  the  parallels  of  70°  and  75°  S.,  the  meridian  of  55°  east  between  the  parallels  of  80° 
and  82°  S.     Here  it  reaches  its  greatest  southern  declination,  and  begins  then  to  incline  northwardly. 

Australian-bound  vessels,  therefore,  are  advised,  after  crossing  the  equator  near  the  meridian  of  80° 
W.,  say  between  25°  and  32°,  as  the  case  may  be,  to  run  down  through  the  S.  E.  trades,  with  topmast- 
studding-sails  set,  if  they  have  sea  room,  aiming  to  cross  25°  or  80°  south,  as  the  winds  will  allow,  which 
will  be  generally  somewhere  about  28°  or  30°  W.,  and  so  on,  shaping  their  course,  after  they  get  the  winds 
steadily  from  the  westward,  more  and  more  to  the  eastward,  until  they  cross  the  meridian  of  20°  E.,  in 
about  lat.  45°,  reaching  55°  south,  if  at  all,  in  about  40°  east.  Of  the  "  fleet  of  a  thousand  sail,"  that  is 
co-operating  with  me,  the  Nightingale,  that  has  made  the  quickest  run  yet  from  the  parallel  of  St.  Eoque, 
went  to  57°  S.  Thence  the  best  course — if  ice,  &c.,  will  allow — is  onward  still  to  the  southward  of  east, 
not  caring  to  get  to  the  northward  again  of  your  greatest  southern  latitude,  before  reaching  90°  east.  The 
highest  latitude  should  be  reached  between  the  meridians  of  50°  and  80°  east.  The  course  then  is  north 
of  east,  gradually  hauling  up  more  and  more  to  the  north  as  you  approach  Van  Dieman's  Land. 

Such  is  the  best  route  to  Australia — the  highest  degree  of  south  latitude  (and,  as  a  rule,  the  farther 
you  go  south,  the  shorter  the  distance)  which  it  may  be  prudent  to  touch,  depending  mainly  on  the 
season  of  the  year  and  the  winds,  the  state  of  the  ship,  and  the  well-being  of  the  passengers  and  crew.  If 
the  winds  are  not  good  and  strong,  bear  south  to  look  for  them.  In  our  summer,  one  will  not  have  to  go 
so  far  south  to  look  for  these  winds  as  he  will  in  our  winter.  The  shortest  passages,  therefore,  will  probably 
be  made  in  the  southern  spring  and  early  summer,  when  daylight,  the  winds,  the  state  of  the  weather  and 
all  except  ice,  are  most  favorable  for  reaching  high  southern  latitudes.  The  Pilot  Charts  in  process  of 
construction  for  the  South  Pacific,  seem  to  indicate  that  there  is  a  belt  of  westerly  winds  between  45°  and 
50°  S.,  which  are  most  constant  and  steady.  If  this  should  prove  to  be  so,  the  discovery  will  be  of  great 
importance. 

I  have  had  occasions  several  times  to  acknowledge  obligations  to  Lieut.  Marin  Jansen,  of  the  Dutch 
Navy,  for  valuable  suggestions.  It  is  rare  to  find  a  better  thinker,  or  a  more  efficient  co-laborer,  than  he 
is.  Yesterday  I  received  a  letter  from  him,  dated  at  Delft,  March  2,  1855,  in  which  he  calls  my  attention 
to  a  remarkable  peculiarity  of  the  winds  in  the  South  Atlantic,  and  which  bears  directly  upon  the  passage 
to  the  Cape,  India,  and  Australia,  from  the  United  States  as  well  as  from  Europe. 

"Now,"  says  he,  "a  few  words  about  the  S.  E.  trade- wind  in  the  South  Atlantic.  I  have  remarked 
that,  in  February,  nearly  all  the  ships  coming  round  the  Cape  of  Good  Hope  find  S.  E.  winds  in  the  Atlantic; 


ROUTES  FEOM  EUROPE  AND  THE  UNITED  STATES  TO  AUSTRALIA. 


741 


they  lose  them  only  wheu  they  turn  too  sharp  round  the  cape  and  cross  30°  S.  east  of  10°  E.,  and  25°  S. 
east  of  5°  E.,  probably  through  the  influence  of  the  land,  by  which  the  S.  E.  is  turned  to  S.  W.  and  W., 
according  to  the  position  of  the  ship  in  regard  to  the  land. 

"  We  can  say  in  general,  ships  coming  round  the  Cape  of  Good  Hope  find  the  S.  E.  trade-wind  in  the 
South  Atlantic  in  February,  after  rounding  the  cape,  in  34°  S.  But  ships  going  from  the  equator  to  the 
cape  generally  lose  the  S.  E.  trade-wind  in  February,  on  the  meridian  of  30°  W.,  near  23°  S. ;  on  the  meri- 
dian of  25°  W.,  near  27°  S.;  on  the  meridian  of  20°  W.,  near  30°  S.;  on  the  meridian  of  15°  W.,  near  33°  S. 
And  when  I  say  lose  the  S.  E.  trade,  I  mean  that  the  wind  comes  north  of  east.  The  S.  E.  trade  blows 
easterly  in  10°  S.  when  west  of  28°  W.  Farther  eastward  we  find  the  S.  E.  trade  more  southerly.  From 
the  equator  in  the  track  of  the  outward  bound  ships  in  February,  the  wind  at  first  S.  E.  by  S.  (true)  becomes 
soon  S.E.  and  E.S.E.,  when  west  of  28°  W.,  and  slower  to  the  eastward.  When  the  wind  is  east  it  goes 
generally  north  of  east  when  ships  stand  to  the  south,  and  then  from  north  to  northwest.  But  when  ships, 
with  the  wind  from  north,  go  too  far  east,  then  the  wind  turns  from  N.  W.  quickly  to  S.  W.  and  S.  E.,  and 
they  are  obliged  to  tack  and  run  out  of  the  S.  E. ;  wherefore  its  limits  invariably  commence  to  be  E.  S.  E. 
and  E.,  and  N.  E.  and  N.  to  N.  W.    (See  the  arrows  on  the  diagram.) 


742  -  THK  WIND  AND  CUBKENT  CHARTS. 

"  Of  course,  ships  must  try  to  avoid  running  again  in  the  S.  E.  trade  after  losing  it.  Ships  bound  to 
the  East  Indies  have  thus  no  advantage  in  crossing  the  equator  so  far  to  the  east ;  they  are  compelled,  by 
the  wind,  to  run  out  of  the  S.  E. ;  and  because  the  S.  E.  is  more  easterly  west  of  25°  W.,  and  more  southerly 
east  of  it.  I  think  this  is  the  best  illustration  why  they  should  cross  the  equator  west  of  25°  W.  with  great 
advantage,  and  why  ships  bound  to  Australia  do  better  to  avoid  the  proximity  of  the  limit  of  the  S.  E. 
trade-wind,  and  steer  clear  of  those  turning  winds  generally  accompanied  with  calms. 

"  In  another  letter  I'll  give  you  the  S.  E.  in  August,  with  the  demonstration  that  the  S.  W.  monsoon  is 
not  the  N.  E.  trade,  as  was  supposed,  but  a  continuation  of  the  S.  E.  trade." 

Another  fact  in  illustration  of  not  crossing  the  line,  on  the  route  from  Europe,  to  the  east  of  25°  W., 
is  afforded  by  the  following  statement: — 

"Jan.  23d,  '54.    Lat.  30°  05' ;  long.  41°  37'. 

"Moderate  and  fine  throughout.  1  P.M.,  spoke  British  ship  Lord  Dufferin,  68  days  from  Cardiff,  for 
San  Francisco.  Eeports  crossing  the  line  in  long.  24°,  and  being  becalmed  there  twenty-one  days,  in  com- 
pany with  many  vessels.  His  long,  is  40°  20',  which  cannot  be  correct,*  being  thirty  miles  to  the  west  of 
ours,  and  if  right  we  should  have  passed  close  to  shore,  in  clearing  St.  Augustine,  although  he  says  he 
compared  with  several  on  the  line.  Many  birds  about." — {Abstract  Log,  ship  John  Haven,  Richer,  from 
New  York  to  San  Francisco)  - 

The  arrows  of  the  diagram  are  Jansen's ;  the  wind-vanes  or  brushes  have  been  added,  at  my  request, 
by  Professor  Flye.  The  data  for  them  are  afforded  by  the  Pilot  Charts  of  the  South  Atlantic.  These 
brushes  are  only  for  February,  and  they  merely  indicate  the  direction  of  the  prevalent  winds,  the  heaviest 
shading  denoting  the  most  prevalent  quarter.  February  is  the  southern  summer;  and  how  beautifully  does 
this  little  diagram  unmask  the  effects  of  the  Pampas  of  Buenos  Ayres  on  one  hand,  and  the  Deserts  of 
Africa  on  the  other,  upon  the  winds  at  sea !  The  calm  belt  of  Capricorn,  here,  at  this  season,  instead  of 
being  between  parallels,  stretches  off  in  the  direction  from  Eio  towards  the  Cape  of  Good  Hope ;  so  that, 
in  this  month  especially,  vessels  bound  towards  the  Cape  of  Good  Hope,  so  far  from  gaining,  actually  lose 
— as  suggested  by  Jansen,  and  proved  by  Capt.  Eicker — by  crossing  the  line  east  of  25°  "W. 

We  have  here  also  revealed  to  us  the  cause  of  the  difficulty  which  homeward  bound  vessels  from  Eio 
frequently  find  in  getting  an  offing.  It  is  because  this  calm  belt  is  there,  and  it  is  placed  there  by  the  con- 
flict in  the  air  between  the  plains  of  South  America  and  South  Africa ;  one  drawing  the  trade- wind  east, 
the  other  west  from  its  regular  course. 

Then  on  the  polar  side  of  the  region  of  the  S.  E.  trades  there  seems  to  be  a  sort  of  neutral  ground, 
which  is  shaded  on  the  diagram,  in  which  neither  Africa  nor  America  has  anything  to  do  with  the  winds. 
There  appears  to  be  here  a  sort  of  reflection,  or  mould  in  the  air,  of  the  tongue  of  cold  water  (Plate  XIX.), 
from  the  antarctic  regions. 

Now,  besides  this  new  and  very  singular  feature  in  the  summer  (pur  winter)  winds  of  the  South 
Atlantic,  the  first  thing  that  will  probably  strike  the  navigator  who  has  not  been  accustomed  to  measure 


*  On  making  the  land,  we  proved  to  be  correct,  and  his  long.  80  miles  wrong. 


EOUTE3   FROM   EUROPE  AND  THE   UNITED  STATES  TO   AUSTRALIA.^  743 

on  a  terrestrial  globe  the  distance  between  places,  will  be  the  fact  that  the  Cape  of  Good  Hope,  instead 
of  being  a  sort  of  half-way  station  on  the  road-side  between  Europe  or  the  United  States  and  New  Holland, 
is  some  thousand  miles  or  more  to  the  northward  of  the  shortest  and  best  route. 

And  the  next  thing  will  be,  that  the  best  crossing  on  the  equator  for  Australian-bound  vessels  from 
the  United  States  is  not  to  the  eastward,  but  it  is  on  the  same  meridian  which  affords  the  best  crossing  for 
the  Eio  or  Cape  Horn  bound  vessels. 

Vessels,  therefore,  bound  to  Australia  from  the  United  States,  or  Europe,  should  take  the  Rio  route 
as  far  as  the  equator.  Indeed,  the  route  around  Cape  Horn  to  Australia,  to  the  Cape  of  Good  Hope  and  to 
India,  may  be  considered  as  one  and  the  same  until  the  belt  of  S.  E.  trades  in  the  Atlantic  be  passed. 
Vessels  bound  from  Europe,  should  aim  to  cross  the  equator  between  25°  and  30°  W.  Farther  east 
would  take  them  where  the  equatorial  doldrums  will  prove  troublesome,  and  when  the  S.  E.  trades  will 
be  more  difficult  to  him ;  farther  west,  too  far  out  of  the  way. 

Having  crossed  the  equator,  with  sea  room  and  a  good  offing  from  the  shores  of  Brazil,  the  best 
course  for  all,  whether  European  or  American,  is,  as  before  stated,  to  crack  on  through  the  S.  E.  trades 
with  topmast  studding-sails  set,  or  at  any  rate  with  a  clean  rap-full.  When  these  winds  fail,  as  they  will 
do,  from  25°  S.  in  our  summer  and  fall,  to  35°  or  even  40°  in  our  winter  and  spring — especially  on  the 
African  side — and  the  Australian  trader  finds  himself  in  the  horse  latitudes  of  the  southern  hemisphere,  his 
course  is  then  nearly  due  south  until  he  gets  beyond  them,  and  well  into  the  strong  westerly  winds  of  that 
region.  These  winds  will  be  found  on  the  American  side,  or  W.  of  20°  W.,  between  35°  and  40°  S. ;  but 
in  east  longitude  they  will  be  found  between  the  parallels  of  45°  and  55°,  according  to  the  season  of  the 
year,  to  prevail  with  great  regularity  and  force  ;  moreover,  they  are  accompanied  by  that  long  rolling  swell 
which  will  of  itself  help  a  vessel  along  many  miles  a  day. 

All  the  abstracts  which  I  have  as  yet  received  from  Australian-bound  traders,  go  to  confirm  and 
illustrate,  in  the  most  beautiful  manner,  everything  that  I  have  previously  said  with  regard  to  the  westerly 
trades  of  the  extra  tropical  south,  and  the  advantages  of  the  southern  route  to  Australia.  I  have  endea- 
vored to  impress  navigators  with  a  sense  of  the  mistake  they  commit  in  considering  the  Cape  of  Good 
Hope  on  the  way-side  of  their  best  route  to  Australia.  It  is  not  only  a  long  way  out  of  the  best  and  most 
direct  track  for  them,  but  the  winds  also,  to  the  north  of  the  fortieth  parallel  of  south  latitude,  are  much 
less  favorable  for  Australia  than  they  are  to  the  south  of  this  parallel.  Sailing  Directions*  issued  by  the 
British  Admiralty,  I  am  aware,  recommend  the  Cape  of  Good  Hope  route,  and  the  parallel  of  39°  south,  as 
the  best  upon  which  to  run  down  easting  for  Australia. 

I  quote  from  these  Sailhig  Directions : — 

"  Ships  from  the  Cape  of  Good  Hope,  bound  to  the  south  coast  of  Australia,  should  run  down  their 
longitude  on  the  parallel  of  39°  south,  where  the  wind  blows  almost  constantly  from  some  western  point, 
and  generally  not  with  so  much  strength  as  to  prevent  sail  being  carried  to  it.  In  a  higher  latitude,  the 
Aveather  is  frequently  more  boisterous  and  stormy,  and  sudden  changes  of  wind,  with  squally,  wet  weather, 

*  1853. 


744  THE  WIND  AND  CURRENT  CHARTS. 

are  almost  constantly  to  be  expected ;  especially  in  the  winter  season,  and  after  passing  the  island  of  St. 
Paul  and  Amsterdam.  Islands  of  ice  have  also  been  encountered  in  those  regions,  as  was  almost  fatally 
proved  by  H.  M.  ship  Guardian  striking  against  one  in  46°  or  47°  south,  in  the  beginning  of  summer,  and 
nearly  foundering."*  In  a  note  to  this  paragraph  of  the  Australia  Directory,  it  is  added:  "In  summer, 
however,  a  route  on  the  principle  of  great  circle  sailing,  termed  'composite  route,'  may  be  advantageously 
adopted.  See  Tables  to  Facilitate  the  Practice  of  Great  Circle  Sailing.  By  J.  T.  Towson.  Fourth  edition, 
page  49  ;  published  at  the  Hydrographic  Office,  Admiralty." 

It  is  in  the  fall  and  winter  months,  when  the  sea  is  most  free  from  icebergs — not  in  the  summer,  for 
every  one  knows  that  icebergs  are  often  seen  in  the  North  Atlantic  in  June,  and  not  unfrequently  in  July. 
December  and  January  are  probably  the  worst  months  for  ice  along  the  Australian  route.  By  March,  all 
that  the  summer  heat  could  set  adrift  have  been  borne  north  and  melted ;  the  southern  winter  is  the  time 
when  the  icebergs  are  held  fast,  for  then  they  are  forming  for  the  heat  of  the  next  spring  and  summer  to 
break  out  and  set  adrift. 

The  maximum  latitude,  or  the  "  vertex,"  to  be  used,  must,  as  before  said,  depend  upon  the  season  of 
the  year ;  and  what  that  "  vertex"  is  to  be  for  any  season,  is  one  of  the  objects  of  present  inquiry,  and 
of  these  investigations  touching  the  Australian  route ;  it  will  depend  upon  winds,  weather,  ice,  &c. 

I  hope  the  abstract  logs  from  vessels  in  that  trade  will,  ere  long,  enable  me  to  make  a  satisfactory  and 
proper  decision  upon  this  point.  For,  by  ascertaining  that  point,  I  expect  to  be  able  to  fix  definitely  upon  a 
route  which  shall  bring  Australia  ^ermaneni??/  on  the  average  some  thirty  days  or  more  nearer  to  the  United 
States  and  Europe,  than  by  the  admiralty  route,  along  the  parallel  of  39°,  it  is,  ever  has  been,  or  can  be. 

In  recommending  this  new  route,  and  a  route  which  difiers  so  widely  from  the  favorite  route  of  the 
admiralty,  I  should  remark  that  I  do  it,  not  because  it  is  an  approach  to  the  great  circle  route,  nor  because 
it  has  anything  to  do  with  the  composite  track,  but  because  the  winds,  and  the  sea,  and  the  distance,  are  all 
such  as  to  make  this  route  the  quickest.  I  say  the  sea,  because  I  suppose  there  is  no  more  danger  from 
icebergs  if  a  proper  lookout  be  kept,  than  there  is  on  the  voyage  between  New  York  and  Liverpool.  Three 
ships  have  reported,  in  their  abstract  logs,  ice  on  the  Australian  voyage,  viz :  The  Malay,  Capt.  Ilutcherson, 
21st  of  December,  1853,  lat.  48°  25'  S.,  long.  35°  24'  E.;  the  Oriental,  Capt.  Heard,  11th  of  December,  1853, 
lat.  46°  25',  long.  125°  E.;  and  the  Auckland,  Capt.  Nelson,  25th  of  October,  1853,  lat.  53°  12',  long.  21° 
23'  E.  Horsburgh,  in  his  Director^/,  mentions,  at  pages  89-90,  ice  as4iaving  been  seen  24th  of  December, 
1789,  by  H.  B.  M.  S.  Guardian,  lat.  44°  i  S.,  long.  44°  J  E. ;  by  the  French  ship  Harmonic  in  April,  1828, 
lat.  35°  50',  long.  18°  E.    It  is,  however,  very  rare  for  ice  to  be  seen  in  such  a  place! 

Under  these  circumstances,  and  until  navigators  will  furnish  a  sufficient  number  of  journals,  we  cannot 
advise  navigators  exactly  how  far  south  to  go  without  incurring  risks  from  icebergs.  They  certainly  may 
venture  farther  to  the  southward  in  some  months  than  in  others ;  but  how  far  in  each  month,  and  with 
what  profit,  remains  for  future  investigations,. based  on  more  ample  materials  than  have  yet  come  to  my 


*  The  Australia  Directory,  vol.  i.     Edited  by  John  Burdwood,  Master,  K.  N.     Fourth  edition,  printed  for  the  Hydrographic  Office, 
Admiralty,  Dec.  1,  1853;  Chapter  I.  page  1. 


ROUTES  FROM  EUROPE  AND  THE  UNITED  STATES  TO  AUSTRALIA.  745 

hands,  to  determine.  These  reports  about  icebergs  seem  to  place  them  near  the  meridian  of  the  Cape  on 
one  side,  and  the  longitude  of  Australia  on  the  other.  It  therefore  may,  in  the  present  state  of  our  know- 
ledge upon  the  subject,  be  well  to  caution  navigators  not  to  cross  the  prime  meridian  to  the  south  of  45° ; 
and  then,  if  they  intend  to  go  as  far  south  as  55°,  to  aim  from  this  crossing  to  strike  that  parallel,  or  the 
highest  they  intend  to  reach,  near  the  meridian  of  40°  E. 

I  do  not  venture  lightly  or  without  reflection  to  differ  with  the  Hydrographic  Office  of  England,  in 
matters  of  this  sort.  That  is  high  authority,  I  am  aware.  I  know  the  distinguished  officer  who  has  presided 
over  it  with  such  signal  ability  for  so  many  years.  Navigation  owes  him  much,  and  I  have  the  highest  admi- 
ration and  respect  for  him,  both  as  an  officer  and  a  man.  I  therefore  allude  to  the  work  of  his  office,  upon 
which  he  has  conferred  well-earned  renown,  and  to  the  opinions  uttered  by  it,  with  the  utmost  respect. 
The  object  that  I,  and  those  who  co-operate  with  me,  have  in  view,  is  the  object  for  which  the  great  Hydro- 
graphic  Office  of  the  world — that  of  the  British  Admiralty — was  established  and  is  maintained,  viz:  the 
improvement  of  navigation,  the  benefit  of  commerce,  and  the  good  of  the  seafaring  community. 

Our  objects  being  the  same,  therefore,  when  my  investigations,  which  have  so  far  been  carried  on 
through  a  separate  and  independent  system  of  observations,  lead  me  to  results  which  differ  from  conclu- 
sions by  others,  I  may  surely  be  permitted  to  announce  these  results ;  and  if  they  differ  from  admiralty 
authorities,  I  may  also  be  permitted,  without  offence,  to  allude  to  that  difference,  and  to  show,  by  facts  and 
observations,  not  which  side  is  entirely  right — for  that  is  not  always  the  case  with  either — but  which  is 
the  less  wrong. 

The  following  is  directly  to  the  point : — 

"  Before  sailing,"  Captain  Albert  Bowen,  in  the  abstract  log  of  the  barque  Gem  of  the  Sea,  from  New 
York  to  Australia,  in  1853,  says :  "  I  obtained  an  English  Directory  for  the  Indian  Ocean  and  Australia 
published  in  1843,  which  recommended  crossing  in  the  latitude  of  39°  south,  which  I  followed,  and  which 
I  think  greatly  prolonged  my  passage.  I  would  advise  going  as  far  south  as  48°,  where  they  will  get  a 
strong,  steady  wind  from  the  westward.  By  crossing  in  89°,  I  very  unexpectedly  got  a  great  deal  of 
northerly  and  easterly  wind,  with  more  calms  and  light  winds  than  I  ever  experienced  before.  I  have 
crossed  the  Indian  Ocean  both  in  summer  and  winter,  but  never  experienced  half  so  much  easterly  winds 
in  all  before." 

In  further  proof  that  the  route  recommended  in  the  Sailing  Directions  of  the  Admiralty  is  too  far  to  the 
north,  and  as  an  illustration  of  the  advantages  of  the  route  which  I  advise,  I  have  prepared  the  following 
tables.  It  appears  from  them  that  there  is  no  longer  room  for  difference  of  opinion  as  to  the  advantages  of 
going  farther  south  than  39°-40°.  How  much  farther,  though,  still  remains  to  be  decided.  But,  so  far  as  the 
facts  before  us  go,  they  justify  the  assertion  that,  for  every  degree  you  go  south  of  the  admiralty  route,  you 
gain  three  days  on  the  average,  until  you  reach  the  parallel  of  45°-6°,  for  the  averages  of  the  table  are  not 
below  this  parallel ;  and  I  believe  it  will  turn  out  that  the  best  streak  of  wind,  on  the  long  run,  is  to  be 
found  between  45°  and  50°  S.  It  seems  to  be  almost  as  steady,  between  these  parallels,  from  the  westward, 
as  it  is  anywhere  from  the  east,  between  the  trade-wind  parallels  of  15°  and  20°. 
94 


746 


THE  WIND  AND  CURRENT  CHARTS. 


Crossings  to  Australia,  South 


NAME  OF  VESSEL. 


Scotia    .     .  . 

Maria    .     .  . 

Helena  .     .  . 

Nightingale  . 

Leontine    .  . 

Miltiades    .  . 

Audubon  .  . 

Tarolinta  .  . 

Seargo  .     .  . 

Magnolia   .  . 
Lady  Arabella 
Angelique 
Humboldt 

Auckland  .  . 
Siri  .... 

Nimrod      .  . 

Helena       .  . 
Fly-Away 
Lady  Franklin 

Eed  Jacket  . 

Oriental*   .  . 

Iconium     .  . 

Parana  .    .  . 

Malay    .    .  . 

Europa      .  . 

Averages  . 


Whence. 


London 

Eio 

New  York 

Boston 

Bremen 

Liverpool 

New  York 

N.  Y.  via  Eio 

New  York 

Boston 

New  York 


Eio 

New  York 


Liverpool 
Boston 

Eichmond,ya, 
New  York 

u 
II 


Days  from 
parallel  of 
St.  Boque 
to  the  vari- 
able winds. 


16 

12 

12 

13 

9 

9 

12 

8 

17 
14 
15 
22 
18 
21 
20 

18 
13 
15 
10 
13 
14 
14 
14 
10 


Date  of  crossing 

the  parallel  of 

St.  lloque. 


Nov. 

Feb. 

July 

Nov. 

June 

Aug. 

Aug. 

July 

Jan. 

Nov. 


Jan. 

Sept. 

Nov. 


6,  1850 

25,  1853 

8,  1852 

27,  " 
18, 1849 
21,  1852 

8,  1853 
23,     " 
21,     " 

4,     " 
15,     " 

28,  " 

2,  1854 
21,  1853 

3,  " 


Sept.  20,     " 
"      25,     " 
Oct.    18,     " 
May  31,  1854 
Oct.    11,  1853 
Mar.     8,  1854 
Dec.   10,  1853 
Nov.  22,     " 
July  18,  1852 


LATITUDE  OF  CEOSSINQ 
MERIDIANS  WEST. 


30°. 


32.0 
29.0 
14.0 
33.0 
23.0 
33.0 
41.0 
16.0 
26.0 
20.0 
16.0 
25.0 
34.0 
34.0 

35.0 
10.0 

27.0 
16.0 
21.0 
18.0 
32.0 
23.0 


20°. 


37.0 
35.0 
22.0 
36.0 
23.0 
38.0 
42.0 
31.0 
39.0 
30.0 
37.0 
42.0 
41.0 
40.0 

37.0 
30.0 
25.0 
32.0 
38.0 
34.0 
27.0 
39.0 
30.0 


10°. 


37.0 
89.0 
35.0 
36.0 
36.0 
35.0 
40.0 
43.0 
34.0 
40.0 
34.0 
40.0 
44.0 
49.0 
41.0 

38.0 
38.0 
29.0 
31.0 
42.0 
40.0 
38.0 
44.0 
34.0 


Latitude  of 
crossing  the 
meridian  of 
Greenwich. 


38.0 
39.0 
37.0 
39.0 
36.0 
39.0 
41.0 
44.0 
36.0 
40.0 
36.0 
41.0 
45.0 
53.0 
42.0 

41.0 
37.0 
35.0 
34.0 
47.0 
41.0 
40.0 
45.0 
36.0 


14.3 


26.14 


34.08 


38.11 


40.05 


*  On  the  25th  of  November,  1853,  in  lat.  53°  10'  S.,  long.  74°  15'  to  74°  40' E.,  Capt.  Heard,  in  the  Oriental,  reports  the  discovery 
of  an  island,  which  he  named  "Heard's  Island." 


i^ 


ROUTES  FROM  EUROPE   AND  THE   UNITED  STATES  TO   AUSTRALIA. 


747 


of  the  Parallel  of  ^Q 

°  S. 

LATITUDE  OF  CB0S8INO  HEBLDIAN8  EAST. 

Days  from 

Days  from 

St.  Roqae 

port  to 

to 
Australia. 

Australia. 

10°. 

20°. 

30°. 

40°. 

50°. 

60°. 

70°. 

80°. 

90°. 

100°. 

110°. 

120°. 

130°. 

40.0 

41.0 

43.0 

44.0 

45.0 

45.0 

45.0 

46.0 

47.0 

47.0 

47.0 

48.0 

49.0 

65 

101 

39.0 

40.0 

40.0 

40.0 

40.0 

40.0 

41.0 

41.0 

40.0 

40.0 

40.0 

40.0 

40.0 

61* 

38.0 

38.0 

40.0 

40.0 

41.0 

42.0 

40.0 

40.0 

40.0 

39.0 

40.0 

40.0 

41.0 

52 

80 

40.0 

40.0 

42.0 

44.0 

45.0 

45.0 

45.0 

45.0 

45.0 

44.0 

43.0 

42.0 

42.0 

51 

90 

38.0 

39.0 

41.0 

42.0 

42.0 

42.0 

42.0 

42.0 

40.0 

39.0 

39.0 

38.0 

88.0 

53 

87 

43.0 

44.0 

45.0 

45.0 

46.0 

46.0 

44.0 

44.0 

44.0 

43.0 

44.0 

44.0 

43.0 

56 

100 

41.0 

40.0 

42.0 

43.0 

43.0 

43.0 

42.0 

42.0 

42.0 

42.0 

41.0 

43.0 

40.0 

69 

105 

42.0 

43.0 

45.0 

46.0 

46.0 

47.0 

47.0 

47.0 

47.0 

47.0 

47.0 

45.0 

41.0 

59* 

39.0 

40.0 

41.0 

43.0 

44.0 

44.0 

44.0 

45.0 

44.0 

44.0 

44.0 

42.0 

41.0 

59 

96 

41.0 

42.0 

42.0 

42.0 

40.0 

41.0 

41.0 

41.0 

41.0 

41.0 

41.0 

40.0 

40.0 

64 

107 

38.0 

39.0 

39.0 

42.0 

43.0 

44.0 

45.0 

44.0 

44.0 

44.0 

44.0 

44.0 

42.0 

69 

115 

41.0 

42.0 

42.0 

43.0 

44.0 

44.0 

44.0 

43.0 

43.0 

43.0 

43.0 

42.0 

41.0 

65 

106 

46.0 

47.0 

48.0 

49.0 

50.0 

50.0 

51.0 

51.0 

50.0 

49.0 

48.0 

47.0 

43.0 

57 

96 

53.0 

53.0 

51.0 

52.0 

52.0 

53.0 

53.0 

52.0 

52.0 

53.0 

54.0 

49.0 

44.0 

64 

101 

42.0 

42.0 

42.0 

41.0 

41.0 

42.0 

42.0 

42.0 

42.0 

42.0 

42.0 

41.0 

41.0 

65 

115 

50.0 

50.0 

50.0 

50.0 

50.0 

50.0 

50.0 

50.0 

50.0 

50.0 

50.0 

49.0 

44.0 

44* 

42.0 

41.0 

43.0 

43.0 

44.0 

45.0 

45.0 

46.0 

47.0 

46.0 

45.0 

45.0 

42.0 

48 

95 

38.0 

37.0 

43.0 

43.0 

43.0 

43.0 

43.0 

42.0 

42.0 

48.0 

43.0 

41.0 

39.0 

46 

80 

39.0 

40.0 

43.0 

44.0 

45.0 

46.0 

46.0 

45.0 

44.0 

44.0 

44.0 

44.0 

42.0 

61 

107 

40.0 

45.0 

46.0 

50.0 

51.0 

52.0 

52.0 

50.0 

49.0 

49.0 

47.0 

47.0 

42.0 

42 

69 

50.0 

52.0 

51.0 

51.0 

51.0 

54.0 

53.0 

53.0 

53.0 

50.0 

48.0 

48.0 

44.0 

72 

131 

43.0 

43.0 

42.0 

44.0 

46.0 

47.0 

46.0 

45.0 

44.0 

44.0 

44.0 

48.0 

41.0 

67 

97 

41.0 

43.0 

44.0 

45.0 

45.0 

45.0 

48.0 

46.0 

46.0 

47.0 

46.0 

46.0 

46.0 

57 

89 

46.0 

48.0 

49.0 

49.0 

49.0 

48.0 

46.0 

46.0 

46.0 

46.0 

46.0 

46.0 

45.0 

51 

99 

39.0 

40.0 

41.0 

42.0 

41.0 

41.0 

41.0 

41.0 

41.0 

40.0 

40.0 

41.0 

43.0 

61 

107 

41.37 

42.45 

43.48 

44.41 

45.02 

45.19 

45.26 

45.10 

44.55 

44.38 

44.24 

43.40 

42.10 

54.0 

98.3 

*  From  Rio  de  Janeiro. 


748 


THE  WIND  AND  CURRENT  CHARTS, 


Crossings  to  Australia, 


Days  fr 

om 

LATITUDE  OP  OBOSSINO 

Latitude  of 

parallel 

of      Date  of  crossing 

MERIDIANS  WEST. 

crossing  the 

NAME  OF  YE8SZL. 

Whence. 

St.  Roque        the  parallel  of 
to  the  vari-           St.  Roque. 

meridian  of 

Greenwich. 

able  win 

ds. 

30°. 

20°. 

10°. 

Thomas  Arbuthnot      .... 

Plymouth 

12 

Nov.    1,  1848 

10.0 

30.0 

35.0 

38.0 

Thomas  Strickland 

London 

9 

Apr.  29,  1849 

26.0 

30.0 

34.0 

Leon  tine    .... 

Bremen 

12 

May   19,1848 

32.0 

34.0 

34.0 

34.0 

Gem  of  the  Sea  . 

New  York 

28 

May  21,  1853 

30.0 

34.0 

37.0 

37.0 

Yarmouth       .     . 

11 

18 

"       8,     " 

23.0 

30.0 

33.0 

86.0 

Pride  of  the  Sea 

(1 , 

10 

Aug.    7,     " 

25.0 

32.0 

34.0 

36.0 

Candace     .     .     . 

(( 

15 

Mar.     7,     " 

32.0 

34.0 

37.0 

37.0 

Oregon      .     .     . 

11 

24 

Apr.  23,     " 

25.0 

31.0 

34.0 

37.0 

Sartelle      .     .     . 

N.  Y.  via  Rio 

9 

11        1^     II 

33.0 

34.0 

35.0 

'  36.0 

Aura     .... 

New  York 

13 

Aug.  24,     " 

34.0 

38.0 

39.0 

37.0 

Texas    .... 

11 

37 

June  17,     " 

37.0 

37.0 

37.0 

37.0 

Vandalia    .     .     . 

Baltimore 

19 

Apr.  27,     " 

15.0 

23.0 

32.0 

37.0 

Daniel  Webster 

New  York 

20 

Mar.  19,     " 

18.0 

28.0 

31.0 

31.0 

Robertina       .     . 

Glasgow 

17 

Nov.    5,     " 

25.0 

31.0 

35.0 

38.0 

Retriever  .     .     . 

St.  Johns,  N.B. 

28 

Jan.    31,  1854 

31.0 

33.0 

36.0 

Rockland  .     .     . 

New  York 

17 

May   27,  1853 

31.0 

29.0 

30.0 

36.0 

Europa      .     .     . 

II 

9 

"       6,  1851 

24.0 

31.0 

34.0 

37.0 

Imaum      .     .     . 

11 

14 

Feb.     5,  1853 

19.0 

27.0 

28.0 

37.0 

Averages 

17.^ 

J 

25.8 

31.1 

33.2 

36.2 

*  This  table  includes  only  those  vessels  that  have  taken  the  admiralty  route  with  the  Wind  and  Current  Charts  on  board ;  conse- 
fore,  resolves  itself  purely  into  a  question  of  route — i.  e.,  winds,  currents,  and  distance.  The  difference  is  IGJ  days  (28  percent.),  in 
the  admiralty  route,  with  those  that  went  the  admiralty  route  blind,  without  any  of  the  knowledge  which  these  Charts  give,  we  shall 
by  the  latter,  or  a  saving  of  5  days  (GJ  per  cent.)  in  consequence  of  the  knowledge  derived  from  the  Charts  alone.  Add  to  this  the 
half  the  way  to  Australia. 


ROUTES  FROM  EUROPE  AND  THE   UNITED  STATES  TO  AUSTRALIA. 


749 


hy  the  AdmiraUy  Boule* 


LATITUDE  OF  CBOSSINQ  MEBIDIAliS  EAST. 

Days  from 
St.  Roque 

to 
Australia. 

Days  from 

port  to 
Australia. 

10°. 

20°. 

30°. 

40°. 

50°. 

60°. 

70°. 

80°. 

90°. 

100°. 

110°. 

120°. 

130°. 

37.0 

38.0 
36.0 
37.0 
37.0 
37.0 
38.0 
37.0 
37.0 
40.0 
37.0 
38.0 
34.0 
38.0 
37.0 
39.0 
38.0 
39.0 

38.0 
39.0 
37.0 
37.0 
38.0 
38.0 
38.0 
38.0 
38.0 
39.0 
37.0 
39.0 
37.0 
40.0 
40.0 
40.0 
39.0 
39.0 

38.0 
39.0 
38.0 
38.0 
40.0 
38.0 
37.0 
39.0 
39.0 
38.0 
38.0 
40.0 
38.0 
40.0 
40.0 
39.0 
40.0 
39.0 

39.0 
39.0 
38.0 
38.0 
39.0 
38.0 
37.0 
38.0 
39.0 
37.0 
38.0 
41.0 
38.0 
40.0 
40.0 
37.0 
41.0 
39.0 

39.0 
39.0 
38.0 
39.0 
40.0 
39.0 
37.0 
38.0 
40.0 
41.0 
40.0 
40.0 
38.0 
40.0 
40.0 
37.0 
39.0 
39.0 

39.0 
41.0 
38.0 
38.0 
40.0 
39.0 
38.0 
37.0 
41.0 
42.0 
40.0 
41.0 
39.0 
40.0 
40.0 
38.0 
37.0 
87.0 

39.0 
40.0 
89.0 
38.0 
40.0 
39.0 
38.0 
36.0 
40.0 
42.0 
40.0 
42.0 
39.0 
40.0 
39.0 
38.0 
38.0 
87.0 

39.0 
39.0 
39.0 
38.0 
88.0 
39.0 
39.0 
39.0 
40.0 
41.0 
38.0 
40.0 
39.0 
39.0 
38.0 
39.0 
38.0 
37.0 

39.0 
40.0 
40.0 
37.0 
37.0 
40.0 
39.0 
39.0 
39.0 
41.0 
39.0 
41.0 
89.0 
39.0 
38.0 
39.0 
40.0 
37.0 

40.0 
41.0 
39.0 
37.0 
88.0 
40.0 
39.0 
41.0 
39.0 
41.0 
38.0 
41.0 
39.0 
39.0 
88.0 
39.0 
40.0 
38.0 

40.0 
43.0 
89.0 
37.0 
89.0 
40.0 
39.0 
41.0 
37.0 
41.0 
39.0 
41.0 
88.0 
39.0 
40.0 
39.0 
38.0 
39.0 

40.0 
45.0 
37.0 
39.0 
40.0 
40.0 
89.0 
41.0 
89.0 
40.0 
88.0 
40.0 
39.0 
39.0 
39.0 
40.0 
40.0 
40.0 

41.0 
47.0 
36.0 
40.0 
40.0 
40.0 
39.0 
39.0 
39.0 
41.0 
89.0 
39.0 
40.0 
40.0 
39.0 
40.0 
41.0 
40.0 

67 

71 

64 

72 

89 

55 

85 

70 

82 1 

77 

68 

80 

74 

78 

99 

75 

74 

79 

103 
108 
107 
105 
132 
86 
101 
108 

110 
105 
128 
109 
133 
153 
113 
119 
109 

37.4 

38.4 

38.8 

38.7 

39.0 

39.2 

39.1 

38.8 

39.1 

39.3 

89.4 

39.7 

40.0 

75.1 

113 

quently,  they  had  before  them  all  the  information  as  to  winds,  &o.,  which  those  who  went  further  south  had,  and  the  comparison,  there- 
favor  of  the  new  route,  from  the  parallel  of  St.  Roque  alona.  Now,  if  we  compare  those  vessels  that  had  the  Charts,  and  still  preferred 
have— supposing  the  two  sets  of  vessels  to  be  equal  in  all  other  respects — an  average  of  75  days  for  the  former,  against  about  80 
saving  effected  by  the  route  as  above,  and  we  have  a  gain  of  34  or  35  per  cent,  of  the  time  usually  occupied  on  a  little  more  than  one 
j-  From  Rio  de  Janeiro. 


750  THE  WIND  AND  CUKEENT  CHAKTS. 

There  is  still  room  for  improvement;  and  that  those  interested  in  ships,  commerce,  and  navigation, 
may  conceive  how  rich  with  good  results,  and  with  the  promise  of  more,  this  field  is,  they  should  not  forget 
what  has  been  done  for  that  part  of  the  route  which  lies  in  the  North  Atlantic.  To  give  this  route 
to  Australia  a  fair  trial,  vessels  should  not  only  take  the  "Wind  and  Current  Charts  for  their  guide  along 
that  part  of  the  route  which  lies  between  the  meridians  of  the  Cape  of  Good  Hope  and  Melbourne,  but 
they  should  take  them  for  their  guide  all  the  way.  I  make  this  caution  because  only  a  few  of  the  vessels 
of  the  table  have  done  this.  They  either  did  not  take  the  new  route  to  the  equator,  and  thence  to  the 
parallel  of  St.  Eoque ;  or,  having  followed  it  thus  far,  they  did  not  continue  to  follow  it  for  the  rest  of  the 
voyage.  The  abstract  logs  of  365  vessels,  taken  at  random,  that  have  followed  the  new  route  through  the 
North  Atlantic  to  the  fair  way  of  St.  Eoque,  have  been  discussed,  pp.  456-67.  The  mean  gives  34  days 
as  the  average  passage  from  the  United  States  to  the  parallel  of  St.  Eoque.  The  present  average  from  the 
Channel  and  the  western  coast  of  England  to  the  same  parallel,  is  about  42  days;  there  is  reason  to  believe 
that  this  may  be  reduced  five  or  six  days  at  least.  This  reduction,  if  it  takes  place,  will  apply  directly  to 
the  Australia  route  from  Europe,  for  that  part  of  it  which  lies  north  of  the  parallel  of  St.  Eoque,  is 
common  alike  to  all  vessels,  whether  bound  to  Australia,  India,  Eio,  or  California. 

Now,  with  the  view  of  illustrating  the  advantages  of  going  to  the  southward  of  the  admiralty  route, 
let  us  take  from  the  table,  as  per  new  route,  the  passage  from  the  parallel  of  St.  Eoque  to  Australia,  made 
by  those  vessels  that  have  gone  south  of  45°.  There  are  11  of  them  only,  and  their  average  time  is  58 
days ;  so  that  we  are,  judging  from  the  results  so  far,  entitled  to  say  that,  when  the  prevailing  winds  and 
currents  to  be  encountered  on  the  voyage  from  England  or  the  English  Channel  to  Australia  shall  come  to 
be  understood,  and  when  the  routes  recommended  according  to  such  knowledge  shall  be  properly  followed 
all  the  way,  the  average  duration  of  the  voyage,  so  far  from  being  124  days,  as  it  now  appears  to  be  by 
the  admiralty  route,  or  98  days,  as  it  now  appears  to  be  by  the  vessels  that  have  the  Wind  and  Current 
Charts  on  board,  will  probably  be  less  than  95  days  from  America,  and  not  more  than  91  or  92  from 
England  or  the  Channel. 

And  now  comes  the  striking  feature  of  this  contrast.  All  the  vessels  that  had  the  Charts,  but  still 
preferred  the  admiralty  route,  had,  on  the  average,  from  the  parallel  of  St.  Eoque  to  Australia,  a  longer 
passage  than  the  longest  of  those  that  took  the  Charts  for  their  guide,  and  went  south  of  45°.  That  is,  those 
that  kept  to  the  north  of  41°  had,  counting  only  from  the  parallel  of  St.  Eoque,  passages  varying  from  55 
to  99  days,  but  averaging  75.  Whereas,  those  that  went  south  of  45°,  and  took  the  Charts  for  their  guide, 
had,  from  the  same  parallel,  passages  varying  from  42  to  72  days  only,  and  averaging  58. 

I  do  not  mean  to  imply  that  vessels  going  south  of  45°  will  never  have  long  passages— I  do  not 
pretend  to  say  that  for  any  route.  It  should  be  recollected  that,  in  laying  down  rules  of  conduct  in  Sailing 
Directions,  the  rules  laid  down  are  intended  to  suit  the  majority  of  cases.  The  exceptions  may  be  many ; 
but,  when  compared  with  the  whole,  they  will  be  neither  numerous  nor  glaring  enough  to  alter  the  rule. 


BOUTES   FBOM  EUKOPK   AND  THE   UNITED  STATES  TO   AUSTRALIA. 


751 


Abstract 

Log  of  the  Ship  Humboldt  (G 

.  B.  Cook).    From 

off  St.  Roque  to  Port  Philip,  1854. 

THEE.  9  A.  H. 

WINDS. 

Date. 

Latitude 
at  noon. 

Longitude 
at  noon. 

Currents. 
(Knots  per  hour. ) 

Varia- 
tion ob- 

Bar. 

served. 

Air. 

Water. 

First  part. 

Middle  part. 

Latter  part. 

Jan.    3 

8°50'S. 

33°30'W. 

1,  s.s.w. 

7°W. 

29.65 

82° 

80° 

S.E. 

S.E. 

E.S.E. 

4 

11  26 

34  00 

None 

8 

29.65 

82 

80 

E.S.E. 

E.S.E. 

E.S.E. 

5 

14  41 

34  00 

1,  W.N.W. 

8 

29.65 

82 

80 

E.S.E. 

East 

East 

6 

17  28 

34  00 

1,  W.N.W. 

8 

29.70 

82 

80 

E.S.E. 

East 

E.  N.  E. 

7 

19  54 

33  24 

0.8,  W.N.  W. 

8 

29.75 

82 

80 

E.  N.  E. 

E.  N.  E. 

E.  N.  E. 

8 

21  26 

33  16 

None 

8 

29.75 

82 

80 

E.  N.  E. 

N.E. 

N.E. 

9 

21  50 

33  17 

None 

7 

29.75 

82 

80 

S.W. 

Calm 

N.W. 

10 

22  21 

33  17 

None 

9 

29.61 

80 

80 

Calm 

N.W.toE. 

Calm 

11 

24  13 

33  00 

.5,  N.N.E. 

9 

29.51 

77 

78 

North 

North 

W.S.W. 

12 

25  13 

29  10 

None 

9 

29.51 

77 

78 

S.W. 

S.S.W. 

South 

13 

26  00 

29  00 

None 

9 

29.51 

76 

77 

S.S.E. 

S.S.W. 

Calm 

14 

28  24 

28  24 

None 

10 

29.70 

76 

71 

E.S.E. 

East 

E.  N.  E. 

15 

31  00 

27  35 

.5,  W. 

10 

29.80 

76 

72 

N.N.E. 

N.N.E. 

North 

16 

83  38 

27  00 

None 

10 

29.80 

72 

67 

North 

S.byW. 

N.N.W. 

17 

34  14 

25  43 

None 

10 

29.80 

65 

67 

N.W. 

South 

Calm 

18 

35  17 

25  16 

None 

10 

29.90 

69 

67 

Calm 

S.E. 

East 

19 

38  16 

24  30 

1,  W.N.W. 

10 

29.40 

69 

64 

N.E. 

North 

North 

20 

40  06 

24  00 

.5,  S.E. 

10 

29.20 

69 

60 

N.  to  W. 

Calm 

N.W. 

21 

42  17 

21  10 

None 

11 

29.20 

59 

54 

North 

N.W. 

N.W. 

22 

43  31 

17  00 

1.6,N.W.byW. 

11 

29.60 

60 

50 

N.W. 

N.W. 

N.W.  . 

23 

44  17 

13  45 

1.6,  W.N.W. 

14 

29.75 

54 

47 

N.W. 

W.N.W. 

W.N.W. 

24 

44  46 

9  30 

.5,  W.  by  N. 

17 

29.80 

52 

48 

N.W. 

N.W.byN. 

N.N.W. 

25 

44  49 

5  00 

1,  N.E.byE. 

21 

26.80 

54 

50 

N.W. 

N.W. 

N.W. 

26 

44  59 

1  00 

.5,  W.N.W. 

23 

29.60 

54 

46 

N.W. 

N.W. 

N.N.W. 

27 

44  59 

0  17  E. 

)        E.S.E. 

29.50 

54 

46 

N.N.E. 

Calm 

S.S.E. 

28 

44  32 

0  54 

y       178  in 

29.50 

52 

46 

S.E. 

Calm 

S.E. 

29 

45  20 

6  09 

j         3  days 

23 

29.70 

52 

46 

S.S.W. 

S.W. 

N.W. 

30 

45  51 

7  01 

None 

28 

29.80 

50 

46 

S.W. 

Baffling 

North 

31 

46  15 

14  00 

.5,  E.  S.  B. 

30 

29.90 

48 

45 

N.W. 

N.N.W. 

North 

Feb.   1 

46  45 

16  40 

.5,  E.S.E. 

30 

29.85 

48 

43 

North 

Calm 

North 

2 

47  00 

18  40 

1,  E.S.E. 

31 

29.90 

48 

43 

Calm 

N.W. 

N.W. 

3 

47  20 

23  10 

1,  W.N.W. 

32 

29.50 

48 

41 

N.N.W. 

N.W. 

S.W. 

4 

47  30 

27  33 

1.5,  W.N.W. 

35 

29.50 

42 

42 

S.W. 

W.S.W. 

W.N.W. 

5 

47  50 

32  15 

1,  W.N.W. 

40 

29.50 

44 

44 

W.S.W. 

W.N.W. 

West 

6 

48  11 

36  40 

None 

41 

29.50 

44 

41 

W.  N.  W. 

N.W. 

N.W. 

7 

48  56 

41  38 

.8,  E.S.E. 

41 

29.60 

46 

40 

N.W. 

N.W.byN. 

N.W.byN. 

8 

49  30 

47  20 

1.5,  E.S.E. 

41 

29.50 

44 

38 

N.W. 

N.W.byN. 

N.W.byN. 

9 

50  03 

53  00 

None 

42 

29.30 

44 

38 

N.W. 

N.N.W. 

N.N.W. 

10 

50  27 

59  00 

D.R. 

42 

29.80 

44 

39 

N.W. 

S.  W.  by  S. 

N.W. 

11 

50  37 

63  00 

D.R. 

42 

29.60 

40 

38 

N.W.byN. 

N.W.byN. 

N.W. 

12 

50  43 

66  40 

40,  W.  in  3  days 

41 

29.80 

40 

39 

N.W. 

N.W. 

N.W. 

13 

50  51 

72  23 

D.R. 

41 

29.70 

41 

38 

N.W. 

N.N.W. 

N.W. 

14 

50  53 

76  38 

1,  W. 

40 

29.60 

40 

37 

N.W. 

N.W. 

North 

15 

50  47 

81  29 

D.R. 

40 

29.70 

40 

39 

North 

N.E. 

East 

16 

49  47 

86  14 

D.R. 

40 

28.31 

40 

39 

S.E.toS. 

W.S.W. 

West 

17 

49  07 

92  00 

None 

37 

28.90 

38 

43 

W.N.W. 

W.N.W. 

W.N.W. 

18 

48  23 

97  36 

5,  E.N.E. 

35 

28.70 

38 

42 

W.  N.  W. 

W.N.W. 

W.N.W. 

19 

47  45 

102  50 

None 

29.20 

44 

43 

W.S.W. 

W.S.W. 

West 

20 

47  12 

108  23 

D.R. 

25 

29.40 

48 

44 

W.N.W. 

N.W. 

N.W. 

21 

47  45 

113  41 

\28  miles  in  2 
1   days.    D.R. 

17 

29.20 

50 

49 

N.W. 

N.N.W. 

W.N.W. 

22 

46  55 

119  00 

17 

28.81 

50 

49 

N.N.W. 

N.N.W. 

N.byW. 

23 

45  25 

123  32 

None 

11 

29.20 

24 

44  15 

128  00 

None 

None 

29.50 

52 

53 

W.N.W. 

North 

N.N.W. 

25 

42  40 

132  00 

D.R. 

None 

29.61 

52 

49 

N.W. 

N.W. 

N.W. 

26 

40  46 

136  29 

1.5,  E.N.E. 

7  E. 

29.80 

52 

56 

W.S.W. 

S.S.W. 

S.S.W. 

27 

39  18 

140  15 

1,  W. 

9 

29.80 

52 

59 

S.S.W. 

South 

S.S.E. 

28 

Off  Cape 

1.5,  W. 

9 

29.80 

52 

59 

S.S.K 

S.S.W. 

S.S.W. 

752  THE  WIND  AND  CUKRENT  CHAETS. 

Jan.  3.    Good  weather;  fine  breeze. 

Jan.  4.    Good  weather ;  fine  breeze. 

Jan.  5.     Good  weather ;  fine  breeze. 

Jan.  6.     Good  weather ;  fine  breeze. 

Jan.  7.    First,  good  breeze ;  middle  and  latter  parts,  light  winds. 

Jan.  8.     Light  airs  and  pleasant. 

Jan.  9.     Light  airs  and  pleasant. 

Jan.  10.     Light  airs  with  rain  squalls. 

Jan.  11.     Commences  light  airs  with  rain ;  ends  good  breezes. 

Jan.  12.     Strong  winds  and  head  sea ;  pleasant. 

Jan.  13.     Light  variable  winds,  calms,  and  heavy  rain ;  swell  from  N.  W. 

Jan.  14.     Moderate  and  pleasant ;  smooth  water. 

Jan.  15.     Moderate  and  pleasant ;  smooth  water. 

Jan.  16.     Moderate  and  cloudy. 

Jan.  17.     Wind  hauled  suddenly  to  south;  thick  fog;  rain. 

Jan.  18.     Light  airs  and  pleasant. 

Jan.  19.     Commences  airs;  ends  strong  breezes  and  cloudy ;  rain. 

Jan.  20.     Commences  strong  breezes ;  ends  light  winds. 

Jan.  21.     Strong  winds  and  pleasant  weather. 

Jan.  22.     Strong  squalls  and  good  breezes ;  swell  from  N.  "W. 

Jan.  23.     Moderate  and  cloudy. 

Jan.  24.     Moderate  and  pleasant ;  smooth  water. 

Jan.  25.     Moderate  and  pleasant ;  ends  cloudy. 

Jan.  26.     Moderate  and  foggy ;  smooth. 

Jan.  27.    Light  airs  and  rainy ;   saw  whales. 

Jan.  28.     Light  airs  and  rainy. 

Jan.  29.     Moderate  breezes  and  cloudy. 

Jan.  30.     Moderate  breezes  and  cloudy. 

Jan.  31.     Light  airs  and  calms. 

Feb.  1.    Light  airs ;  middle  part,  foggy. 

Feb.  2.    Light  airs  and  calms ;  foggy. 

Feb.  3.  Increased  to  a  strong  breeze  in  the  morning ;  in  light  sails.  Barque  Storm  came  up  and 
passed  us  at  7  P.  M.,  having  left  New  York  20  days  after  us.  She  kindly  threw  us  some  newspapers  on 
board  en  passant. 

Feb.  4.    Fresh  breeze  and  passing  squalls.    Barque  Storm  in  sight  till  4  P.  M.,  on  the  starboard  bow. 

Feb.  5.     Good  breeze  and  passing  squalls.    Passed  a  ship  on  port  beam  going  the  same  way. 

Feb.  6.     Fresh  breeze  and  cloudy ;  rolling  sea  after  us. 


ROUTES   FROM   KUROl'K   AND  THK   UNITED  STATES  TO  AUSTRALIA.  753 

Feb.  7.     Fresh  breeze  and  cloudy ;  rolling  sea ;  two  whales. 

Feb.  8.     Fresh  breeze  and  cloudy  ;  rolling  sea. 

Feb.  9.     Strong  steady  winds  and  hazy  weather. 

Feb.  10.     Commences  rainy ;  good  breezes  throughout ;  ends  clear. 

Feb.  11.     Strong  steady  breeze  and  cloudy. 

Feb.  12.     Moderate  breeze  and  cloudy  ;  at  2  A.  M.,  smell  of  guano. 

Feb.  13.     Commences  moderate  breeze ;  middle  and  latter  parts,  strong  winds. 

Feb.  14.    First  and  latter  parts,  good  breezes ;  middle,  light, 

Feb.  15.     Moderate  and  foggy  ;  ends  light  rain ;  saw  kelp. 

Jeb.  16.  Commences  rainy,  increases  to  a  gale,  and  backs  to  westward;  scud  under  double  reefed 
fore  and  main  topsails  and  foresail ;  ends  in  a  gale  with  a  very  heavy  sea,  squalls  of  hail  and  snow;  saw 
patches  of  kelp ;  Aurora  Australis  visible  in  the  southern  heavens. 

Feb.  17.  Continues  the  same,  under  single  reefed  fore  and  main  topsails,  foresail  and  main  topgallant 
sail ;  patches  of  kelp. 

Feb.  18.     Continues  the  same  heavy  sea. 

Feb.  19.     Moderates  gradually  down  ;  made  all  sail. 

Feb.  20.     Fine  breezes  and  cloudy;  all  sail  set. 

Feb.  21.    Increases  to  a  gale,  and  moderates  to  a  strong  breeze. 

Feb.  22.     Commences  moderate,  increasing  to  a  gale  in  the  morning  with  squalls  and  rain ;  uncertain. 

Feb.  23.     Commences  moderate,  increased  to  a  gale  in  the  morning. 

Feb.  24.    Commences  moderate ;  middle  and  latter  part,  strong  winds. 

Feb.  25.    Good  breeze  with  passing  squalls. 

Feb.  26.     Strong  breeze  and  squally  ;  ends  pleasant. 

Feb.  27.    Moderate  breezes  and  passing  squalls. 

Feb.  28.  Moderate  breezes  and  passing  squalls.  At  8  P.  M.  civil  account,  anchored  inside  the  Heads, 
ofl'  the  Shortland-bluff  Lighthouse,  not  being  able  to  procure  a  pilot. 

This  ship  is  689  tons,  and  carries  about  1,500  measurement.  She  has  now  on  board  600  in  feet  of 
lumber,  and  90  in  bricks. 

I  have  given  much  attention  to  observations  for  variations,  whenever  the  weather  was  sufficiently 
clear.     I  find  it  quite  different  from  what  we  find  in  charts  and  books. 

Eespectfally,  your  obedient  servant, 
(Signed)  GEORGE  B.  COOKE. 

Port  Philip, 

February  28,  1854. 


95 


754 


THE  WIND  AND  CURRENT  CHARTS. 


Abstract  Log  of  tlie  Ship  Miltiades  (John  Henry).     From  off  St.  Roqu 

e  to  Melbourne, 

1852. 

1 

TIIEK. 

9  A.  M. 

■WINDS. 

Date. 

Latitude 
at  noon. 

Longitude 
at  noon. 

Bar. 

Air. 

Water. 

First  part. 

Middle  part. 

Latter  part. 

Aug.  22!     8° 

36' S. 

26° 

20' W. 

30.00 

79° 

64° 

S.S.E. 

S.E.byS. 

S.E. 

23    11 

27 

28 

15 

29.96 

76 

64 

S.S.B. 

S.E.byS. 

S.S.E. 

24   14 

16 

29 

44 

29.90 

75 

63 

S.E.byS. 

S.E.byS. 

S.S.E. 

25   16 

44 

31 

00 

29.86 

73 

64 

S.E.byE. 

S.E.byS. 

S.S.E. 

26    18 

46 

31 

52 

29.80 

70 

66 

S.E. 

S.E.byS. 

S.E.byE. 

27 

20 

07 

32 

06 

29.93 

72 

65 

E.S.E. 

East 

East 

28 

20 

44 

31 

56 

29.94 

73 

64 

S.E.toE. 

East 

S.E.toE. 

29 

22 

57 

30 

15 

29.88 

76 

63 

N.E. 

East 

N.E. 

30 

24 

49 

28 

18 

29.90 

79 

62 

KN.E. 

N.byW. 

N.  N.  W. 

31 

26 

50 

26 

14 

29.88 

78 

64 

N.N.W. 

N.  N.  W. 

N.N.W. 

Sept.    1 

29 

03 

23 

08 

29.84 

76 

63 

N.N.W. 

N.N.W. 

W.N.W. 

2 

29 

21 

19 

11 

29.92 

72 

66 

W.N.W. 

W.S.W. 

S.W. 

8 

29 

45 

17 

20 

29.90 

71 

65 

w.s.w. 

s.w. 

s.w. 

4 

31 

00 

15 

85 

29.88 

73 

62 

Westward 

Westward 

North 

5 

33 

07 

12 

39 

29.87 

72 

64 

N.N.W. 

N.N.W. 

S.W. 

6 

35 

00 

9 

56 

29.91 

68 

61 

S.W.byS. 

S.W.byS. 

S.W.byS. 

7 

86 

26 

6 

19 

29.74 

60 

59 

W.S.W. 

W.S.W. 

W.S.W. 

8 

37 

34 

2 

35 

29.70 

59 

59 

W.S.W. 

S.W. 

s.w. 

9 

38 

59 

0 

54  E. 

29.74 

58 

59 

KW. 

10 

40 

54 

4 

30 

29.76 

59 

59 

W.N.W. 

N.W. 

N.W. 

11 

42 

05 

7 

52 

29.74 

61 

N.W. 

N.W. 

N.W. 

12 

43 

26 

12 

07 

29.78 

60 

N.W. 

N.W. 

N.W. 

13 

43 

24 

14 

85 

29.74 

58 

KW.byW. 

Calm 

Westward 

14 

4^ 

48 

18 

20 

29.72 

56 

s.w. 

S.W. 

S.W. 

15 

43 

42 

21 

00 

29.70 

46 

s.w. 

S.W. 

S.W. 

16 

44 

13 

23 

15 

29.68 

45 

Westward 

Westward 

S.W. 

17 

44 

37 

27 

87 

29.54 

44 

W.S.W. 

W.S.W. 

Westward 

18 

44 

38 

32 

55 

29.54 

44 

w.  s.  w. 

W.S.W. 

W.S.W. 

19 

44 

28 

37 

02 

29.50 

43 

W.byK 

W.byN. 

W.S.W. 

20 

45 

05 

41 

27 

29.57 

46 

KW.byW. 

N.W. 

W.S.W. 

21 

45 

50 

46 

06 

29.62 

47 

KN.W. 

.    N.N.W. 

N.W. 

22 

46 

05 

50 

07 

29.47 

45 

W.N.W. 

N.W. 

N.N.W. 

23 

46 

88 

54 

12 

29.13 

40 

KbyW. 

North 

N.W. 

24 

46 

.32 

57 

00 

29.13 

42 

N.W. 

Calm 

W.  N.  W. 

25 

46 

05 

61 

37 

29.13 

40 

West 

West 

W.S.W. 

26 

45 

06 

66 

40 

29.10 

39 

S.W. 

S.W. 

S.W.byW. 

27 

43 

59 

70 

26. 

29.20 

39 

S.W. 

S.W. 

S.W. 

28 

44 

00 

74 

17 

29.19 

40 

W.S.W. 

West 

N.W. 

29 

44 

00 

78 

51 

29.20 

40 

N.W. 

N.W. 

N.W. 

30 

44 

27 

83 

47 

29.20 

89 

W.N.W. 

W.N.W. 

W.N.W. 

Oct.      1 

43 

52 

88 

14 

29.18 

41 

W.N.W.  to 

N.W. 

N.W. 

2 

43 

45 

93 

11 

29.20 

40 

N.W. 

N.W. 

N.W. 

3 

42 

44 

96 

42 

29.15 

89 

W.'S.W. 

W.  S.  W. 

W.S.W. 

4 

42 

55D.E. 

101 

OOD.E. 

29.17 

39 

W."S.  W. 

W.S.W. 

W.S.W. 

5 

42 

24 

105 

39 

29.20 

41 

West 

AYest 

West 

6 

43 

35 

109 

30 

29.50 

44 

W.N.W. 

W.N.W. 

AV.N.W. 

7 

43 

27 

114 

21 

29.74 

43 

W.  S.  W. 

W.S.W. 

.W.S.W. 

8 

43 

22 

118 

30 

29.70 

41 

W.S.W.  to 

S.  by  W. 

S.byW. 

9 

43 

46 

122 

50 

29.80 

43 

S.W. 

S.W. 

S.W. 

10 

43 

59 

127 

30 

29.80 

45 

S.W. 

S.W. 

S.W. 

11 

42 

55 

131 

53 

29.76 

46 

s.s.w. 

S.S.W. 

South 

12 

41 

59 

136 

04 

29.80 

48 

Soutli 

s.w. 

W.  by  N. 

18 

40 

36 

140 

30 

29.87 

50 

W.N.W. 

W.N.W. 

W.N.W. 

14 

39 

48 

143 

52 

29.90 

49 

N.W. 

N.W. 

N.W. 

15 

142 

,55 

W.S.W. 

ROUTES   FROM   EUROPE   AND  THE   UNITED   STATES   TO   AUSTRALIA.  755 

Aug.  22.     First  part,  strong;  middle  part,  light;  latter  part,  fresh.     A  boy,  named  Frater,  belonging 
to  a  passenger,  died;  committed  his  body  to  the  deep. 

Aug.  23.     First  part,  strong :  middle  part,  squally ;  latter  part,  strong. 

Aug.  24.    First  part,  squally  ;  middle  part,  strong  and  squally ;  latter  part,  strong.     Very  squally ; 
carried  away  jib-boom,  cleared  the  wreck,  and  run  out  another. 

Aug.  25.     First  part,  squally;  middle  part,  squally;  latter  part,  squally.     I  do  not  recollect  having 
ever  experienced  such  squally  weather  in  these  latitudes. 

Aug.  26.     First  part,  squally  ;  middle  part,  squally;  latter  part,  fresh. 

Aug.  27.     First  part,  light;  middle  part,  light;  latter  part,  light.     I  think  we  are  about  to  lose  the  trades, 

Aug.  28.    First  part,  light ;  middle  part,  light ;  latter  part,  light.     Twelve  children  unwell. 

Aug.  29.    First  part,  light ;  middle  part,  light ;  latter  part,  light. 

Aug.  30.    First  part,  fresh;  middle  part, ;  latter  part, ;  sultry  weather. 

Aug.  31.     Wind  steady,  and  clear  sky. 

Sept.  1.     Strong;  exchanged  signals  with  British  barque  Statesman,  56  days  out,  Shields  to  Aden. 
Heavy  lightning  at  7  P.  M.    Latter  part,  strong  gale. 

Sept.  2.    Latter  part,  strong ;  shortened  sail. 

Sept.  3.    First  part, ;  middle  part, ;  latter  part, . 

Sept.  4.     First  part,  light  winds;  latter  part,  winds  falling,  light  and  hauling  to  northward. 

Sept.  5.     First  part,  strong;  middle  part,  strong ;  latter  part,  at  6  A.  M.,  wind  shifted  to  S.W.  suddenly ; 
rain  at  intervals. 

Sept.  6.     First,  middle,  and  latter  parts,  strong;  passengers  all  well. 

Sept.  7.    First  part,  strong,  with  hail ;  middle  part,  do. 

Sept.  8.    First  part,  strong  gale  ;  middle  and  latter  parts,  hail  at  intervals.     A  heavy  rolling  sea  over 
from  S.  W.     Ship  rolling  badly ;  broke  the  marine  thermometer. 

Sept.  9.     First  part,  wind  hauling. 

Sept.  10.     First  part,  fresh ;  middle  and  latter  parts,  fresh ;  heavy  rolling  swell  from  S.  W. 

Sept.  11.     Fii'st  and  middle  parts,  strong ;  latter  part,  moderate ;  at  7  P.  M.  carried  away  F.  T.  mast 
studding-sail  boom. 

Sept.  12.     First  part,  moderate ;  middle,  freshening ;  latter  part,  strong ;  damp,  cold  weather. 

Sept.  13.    First  part,  fresh  and  rainy ;  middle  part,  calm ;  latter  part,  light,  and  rain ;  damp,  cold  weather. 

Sept,  14.     Cold,  disagreeable  weather. 

Sept.  15.    First,  middle,  and  latter  parts,  light.    Very  cold. 

Sept.  16.     Wind  veering  to  westward.    Very  cold,  damp  weather. 

Sept.  17.    A  dreadful  heavy  sea  from  W.  S.  W. 

Sept.  18.    First,  middle,  and  latter  parts,  strong  gale;  double-reefed  the  topsails. 

Sept.  19.     First  and  middle  parts,  strong  gale;  passing  showers  of  rain  and  sleet. 

Sept.  20.    First,  middle,  and  latter  parts,  strong  gales;  squally  weather  throiighoi\t. 


756  THE  WIND  AND  CURRKNT  CHARTS, 

Sept.  21.     Middle  and  latter  parts,  strong;  squally,  disagreeable  weather. 
Sept.  22.    First,  middle,  and  latter  parts,  strong  gales  ;  cold  weather,  with  small  snow. 
Sept.  23.     First  part,  strong;  middle  part,  hard,  heavy  snow  squalls;  at  8  P.M.,  made  the  Island  of 
Croretes  or  Marion,  bearing  N.  E.  about  three  miles;  the  position  given  by  Norie  is  lat.  46°  45'  south,  long. 
48°  00'  E.     That  given  by  Eoper,  46°  9'  S.,  long.  50°  28'  E.;  by  lunars  and  chronometers,  I  make  the 
longitude  50°  40'  E.,  and  latitude,  carried  on  from  noon,  about  46°  12'  S. 

Sept.  24.     First  part,  light  winds;  middle  part,  calm  ;  latter  part,  strong  snow  showers  at  intervals. 
Sept.  25.    First,  middle,  and  latter  parts,  strong  gales;  showers  of  hail;  heavy  rolling  sea  in  all  directions. 
Sept.  26.     First  and  middle  parts,  strong  breezes;  latter  part,  gale ;  bitter  cold ;  snow  and  hail;  several 
cape  pigeons  flying  about. 

Sept.  27.     First,  middle,  and  latter  parts,  strong  gales ;  ship  rolling  fearfully  ;  snow  and  hail. 
Sept.  28.     Moderating.     Cold,  damp  weather ;  slight  hail. 

Sept.  29.     First  part,  light ;  middle  part,  increasing ;  latter  part,  moderate  ;  very  disagreeable  weather ; 
snow  and  hail  at  intervals. 

Sept.  30.     Moderate.     Eain  at  intervals. 
Oct.  1.     Squally,  with  showers  of  hail. 
Oct.  2.     Heavy  rolling  sea  from  S.  S.  W. 
Oct.  3.     Heavy  sea,  with  rain  and  snow ;  weather  very  cold. 
Oct.  4.     Strong  gales  and  hazy ;  very  cold. 
Oct.  5.     Strong  gales,  with  small  rain  at  intervals. 
Oct.  6.     Heavy  rain  and  squalls. 
Oct.  7.     Heavy  snow  squalls. 

Oct.  8.     Heavy  snow  and  hail  showers  alternately.     ,  . 
Oct.  9.     Strong  breezes;  weather  more  mild. 
Oct.  10.     "Weather  mild. 
Oct.  11.     Strong  breezes;  fair,  clear  weather. 
Oct.  12.     Fresh  breezes ;  weather  clear  and  mild. 

Oct.  13.     Strong  breezes;  weather,  first  part,  clear ;  latter  part,  squally. 

Oct.  14.  First,  middle,  and  latter  part,  strong  breezes;  weather  hazy  and  squally.  Observations 
taken  by  chronometer. 

Oct.  15.  At  4  P.  M.,  made  King's  Island,  Bass's  Straits,  Cape  Otway,  N.  by  E. ;  the  wind  came  from 
N.  E. ;  beat  up  for  the  land  at  daylight ;  made  the  land  north  of  Cape  Otway  ;  wind  hauled  to  S.  W. ;  ran 
up  the  coast;  at  2  P. M.,  ran  into  and  passed  the  anchorage  off  Shortland's  Bluff;  no  pilot  offering,  I  kept 
right  on ;  at  5  P.  M.,  clear  of  all  danger,  and  safely  into  Port  Philip ;  wind  came  down  from  north  ; 
employed  beating  up.    Longitude  to-day  taken  by  lunar  observation. 

Oct.  16.  Saturday  morning,  at  9  A.  M.,  came  to  anchor  in  Hobson's  Bay,  after  a  passage  of  100  days 
4  hours  exactly,  from  the  Mersey,  with  308  government  emigrants  on  board;  twelve  children,  under  one  year 
of  age,  died  during  the  voyage;  thirteen  were  born — thus  landing  one  more  alive  than  we  took  on  board. 

(Signed)  JOHN  HENRY. 


holjtk.s  fi!om  eukope  and  the  united  states  to  austuama. 


757 


Abstract  Log  of  the  Bremen  Ship  Leontine  (W.  T.  Ariaans).     Bremen  to  Port  Adelaide,  South  Australia,  1848. 


Date. 

Latitude 
at  noon. 

Longitude 
at  noon. 

Ttni> 

rHEB 

9  A.  H. 

WINDS. 

iJaT, 

Air. 

Water. 

First  part. 

Middle  part. 

Latter  part. 

REMARKS. 

1848 

1 

June    9;25°42'S. 

41°06'W. 

30.0  69° 

69° 

N.E. 

N. 

N. 

Brisk  and  cloudy. 

10'27  54 

37  41 

29.9  68 

69 

N.E. 

N.E. 

N.E. 

Brisk  and  cloudy. 

1129  49 

34  50 

29.9  68 

69 

N.N.E. 

N.N.E. 

N.E. 

Brisk  and  cloudy. 

12  31  44 

31  16 

29.9  68 

69 

N. 

N. 

N. 

Brisk  and  cloudy. 

13  33  05 

27  09 

30.0  ;68 

68 

N. 

N. 

N. 

Brisk  and  cloudy. 

1434  18 

22  57 

30.0  68 

68 

N. 

N. 

N. 

Very  brisk  and  pleasant. 

15lNo  obs. 

No  obs. 

29.8  68 

68 

N. 

N.N.W. 

N.N.W. 

Very  brisk  witb  rain. 

16  No  obs. 

No  obs. 

30.0  ;68 

68 

N.N.W. 

N.W. 

N.W. 

Very  brisk  with  rain. 

17134  22 

9  19 

30.0  ;68 

68 

N.N.W. 

N.N.W. 

N.N.W. 

Very  brisk  and  clear. 

18^34  16 

4  39 

30.0  68 

68 

N.N.W. 

N.N.W. 

N.N.W. 

Very  brisk  and  clear. 

19^34  22 

0  35 

30.0  69 

68 

N.N.W. 

N.N.W. 

N.N.W. 

Moderate;  fine  weather. 

2034  36 

1  19  E. 

30.0  69 

68 

N.W. 

N.W. 

N.W. 

Moderate;  fine  weather. 

2135  18 

4  30 

30.0 

69 

68 

N.W. 

N.W. 

N.W. 

Moderate;  fine  weather. 

22|36  06 

8  11 

30.0 

67 

67 

N.W. 

N.W. 

N.W. 

Moderate;  fine  weather. 

23  36  43 

12  30 

30.0 

67 

67 

N.W. 

N.W. 

N.W. 

Brisk  and  cloudy. 

24 

No  obs. 

No  obs. 

29.8 

67 

67 

N.N.W. 

N.N.W. 

N.N.W. 

Commences   moderate;    increas- 
ing wind. 
Unsteady  and  bafiiing. 

25 

35  44 

17  55 

39.9 

67 

67 

W. 

S. 

S. 

26 

36  40 

19  46 

30.0 

65 

68 

S.E. 

S.S.E. 

S.E. 

Moderate. 

27 

37  48 

19  48 

64 

68 

Variable 

Variable 

Variable 

Variable;  light  and  calm;  heavy 
swell  from  eastward. 

28 

38  14 

23  55 

29.7 

64 

68 

S.W. 

S.W. 

S.W. 

Brisk. 

29 

37  18 

27  49 

29.9 

66 

66 

W.S.W. 

S. 

S.S.E. 

Brisk  with  heavy  squalls. 

30 

37  02 

28  01 

30.0 

66 

66 

S.S.E. 

S.S.E. 

S.S.E. 

Brisk  with  heavy  squalls. 

July     1 

38  20 

32  00 

30.0 

65 

66 

S. 

S. 

S. 

Moderate;  fine  weather. 

2 

38  31 

34  50 

30.0 

66 

66 

S.W. 

S.W. 

s. 

Moderate;  fine  weather. 

3 

38  38 

36  27 

29.9 

67 

66 

S.W. 

N.W. 

W.N.W. 

Light  and  baffling. 

4 

38  26 

41  28 

30.0 

65 

65 

N.W. 

N.W. 

N.E. 

Brisk  and  cloudy. 

5 

38  50 

45  54 

30.0 

61 

60 

N.N.W. 

N. 

N.W. 

Brisk  and  cloudy. 

6 

38  49 

49  02 

30.0 

60 

60 

N.N.W. 

N.N.W. 

N.N.W. 

Brisk  and  cloudy. 

7 

38  18 

51  58 

30.0 

60 

60 

N.N.W. 

N.W. 

N. 

Brisk  and  clear. 

8 

No  obs. 

No  obs. 

30.0 

65 

64 

N.N.W. 

N.W. 

N.W. 

Moderate  with  rain. 

9 

37  56 

60  38 

30.0 

65 

65 

N.W. 

N.N.W. 

N.N.W. 

Brisk  and  clear. 

10 

No  obs. 

No  obs. 

29.8 

65 

65 

N.W. 

W. 

W. 

Squally  with  rain. 

11 

38  38 

68  38 

29.8 

65 

64 

W. 

W.byN. 

W.byN. 

Squally  with  rain. 

12 

39  09 

71  56 

30.0 

66 

66 

W.N.W. 

N.W. 

N.W. 

Fine  breeze  and  cloudy. 

13 

39  41 

No  obs. 

30.0 

66 

66 

N.W. 

W. 

S.W. 

Squally  with  thunder  and  light- 

14 

39  41 

80  00 

30.0 

67 

66 

W.S.W. 

w. 

S.W. 

ning. 
Very  brisk ;  clear. 

15 

89  57 

85  21 

29.8 

66 

66 

w. 

w. 

w. 

Very  brisk;  occasional  rain. 

16 

40  08 

89  59 

29.5 

66 

66 

N.W. 

w. 

N.W. 

Unsteady,  blowing  hard  at  times. 

17 

39  08 

94  37 

29.6 

66 

66 

w. 

w. 

W. 

Brisk  and  cloudy. 

18 

38  57 

98  14 

30.0 

66 

66 

w. 

N.W. 

N.AV. 

Fine  breeze  and  clear. 

19 

No  obs. 

No  obs. 

30.0 

65 

66 

N.N.W. 

N. 

N.W. 

Fine  breeze  and  cloudy. 

20 

39  12 

107  07 

30.2  64 

66 

N.N.E. 

N.N.E. 

N.N.E. 

Fine  breeze  and  clear. 

21 

39  03 

111  02 

30.2  '67 

66 

N.N.E.' 

N. 

N. 

Fine  breeze  and  clear. 

22 

38  18 

115  20 

30.0 

66 

66 

N. 

N.W. 

N. 

Fine  breeze;  drizzling  rain. 

23 

37  22 

119  17 

29.9 

66 

66 

N.W. 

W.N.W. 

W.N.W.^Fine  breeze;  drizzling  rain. 

24 

36  16 

123  30 

29.9 

68 

67 

W.S.W. 

W.S.W. 

W.  S.  W.jPleasant  breeze. 

25 

36  04 

126  42 

30.0 

167 

67 

S.S.W. 

S.W. 

W.  S.  W.IPleasant  fine  weather. 

26 

36  00 

131  02 

30.0 

67 

67 

S.W. 

W.S.W. 

S.W. 

Pleasant  fine  weather. 

27 

35  31 

133  25 

30.1 

68 

67 

W.S.W, 

S.W. 

W.S.W. 

Pleasant  fine  weather. 

28 

25  35 

134  25 

30.0 

68 

67 

W.S.W. 

s. 

W.S.W. 

Moderate,  with  rain. 

29 

No  obs. 

135  14 

30.0 

'68 

65 

S.E. 

E.S.E. 

S.E. 

Light  airs,  with  rain. 

30 

No  obs. 

No  obs. 

30.0 

^68 

64 

N.E. 

N. 

E.N.E. 

31 

No  obs. 

No  obs. 

30.0 

68 

64 

N.E. 

N.E. 

N.E. 

Aug.    1 

No  obs. 

No  obs. 

N.E. 

N.E. 

N.E. 

Arrived  at  Port  Adelaide. 

768  THE  WIND  AND  CUEEKNT  CHARTS. 

Captain  Ariaans  tried  this  route  again  at  the  same  season  of  the  year  in  1850.  "With  experience  now 
to  guide  him,  he  ventured  farther  to  the  south,  and  though  he  only  went  about  two  degrees  and  a  half 
farther  south,  he  gained  by  it  nearly  a  week. 

From  the  time  when  he  lost  the  S.  E.  trades,  June  24,  lat.  24°  S.,  to  Adelaide,  she  had  47  days ;  thus 
gaining,  by  edging  away  only  two  or  three  degrees  south  of  the  admiralty  route,  five  days.  By  this 
deviation  he  shortened  his  route  and  gained  better  winds,  and  this  is  another  illustration  of  the  correctness 
of  the  remark  (p.  745  line  31)  suggested  by  the  tables,  i.  e.,  you  shorten  the  passage  about  three  days  on 
the  average,  for  every  degree  you  go  south  of  the  admiralty  route,  till  you  reach  the  parallel  of  46° 
south. 


ROUTES   FBOM   EUROPE   AND  THE   UNITED  STATES  TO  AUSTRALIA. 


759 


Abstract  Log  of  the  Ship  Fly-Away  (M.  Sewall).     From  off 

St.  Roque  to  Melbourne,  Australia,  1853. 

Latitude 

Longitude 

Currents. 

Bar. 

THEBHOMETEK  9  A.  H. 

-WINDS. 

Date. 

WATER. 

at  noon. 

at  noon. 

(Knots  per  hour.) 

Air. 

First  part. 

Middle  part. 

Latter  part 

Surface. 

Depth. 

Sept.  25 

8°G0'S. 

80°16'W. 

29.7 

80° 

80.3° 

80.3 

E.S.E. 

E.S.E. 

E.S.E. 

26 

10  13 

29  80 

29.6 

80.3 

80.8 

80.3 

E.S.E. 

E.S.E. 

E.S.E. 

27 

12  55 

27  20 

fofamileS.E. 

29.7 

79 

79 

79 

E.S.E. 

E.S.E. 

E.S.E. 

28 

13  59 

26  15 

29.8 

79 

79 

78.3 

KE. 

S.W. 

N.E. 

29 

15  17 

25  08 

|k.E. 

29.8 

79 

78 

78 

N.E. 

N.E. 

N.E. 

30 

16  37 

25  06 

Jk.  E. 

29.9 

77 

76 

76.3 

N.E. 

N.E. 

E.N.E. 

Oct.      1 

19  13 

22  59 

I  k.  E. 

29.9 

75 

74.3 

74.3 

E.S.E. 

E.S.E. 

E.N.E. 

2 

20  01 

21  08 

80.0 

78 

72 

72 

E.N.E. 

E.N.E. 

N.E. 

3 

23  29 

20  36 

80.0 

72 

70 

70 

E. 

E. 

E.S.E. 

4 

27  36 

20  24 

* 

30.0 

71 

66.3 

68 

S.E.byE. 

E.S.E. 

E.S.E. 

5 

30  15 

20  36 

80.1 

67 

66 

67 

S.E.byE. 

S.E.byE. 

S.E.byE. 

6 

32  00 

19  82 

30.1 

68 

64 

67 

E.S.E. 

E.S.E. 

E.N.E. 

7 

34  31 

14  45 

29.9 

64 

61 

62 

N.N.E. 

N. 

N. 

8 

38  03 

10  19 

29.0 

64 

61 

62 

N". 

N. 

N. 

9 

39  05 

5  17 

29.4 

58 

55 

W.N.W. 

W.N.W. 

W. 

10 

36  35 

0  52  E. 

29.0 

54 

53 

55 

W.  S.  W. 

W.S.W. 

S.W.  by  W. 

11 

37  22 

6  20 

29.3 

54 

53 

55 

S.W. 

S.W. 

S.W. 

12 

38  04 

12  00 

29.3 

55 

53 

55 

W.S.W. 

w.  s.  w. 

W.S.W. 

13 

37  38 

17  88 

29.5 

55 

59 

S.W. 

S.W. 

S.W. 

"14 

36  38 

21  00 

30.3 

56 

60 

60.3 

s. 

S. 

S.S.E. 

15 

36  06 

22  40 

30.1 

59 

64 

65 

S.S.E. 

S.  S.  E. 

S.E. 

16 

39  54 

23  50 

30.0 

58 

60 

60.3 

E.S.E. 

E.S.E. 

S.E.byE. 

17 

43  06 

27  58 

29.6 

54 

52 

53 

N.  E.  by  E. 

N.E.byE. 

N.E.byE. 

18 

43  57 

83  62 

29.0 

52 

47 

47 

N.N.E. 

N.N.E. 

Northerly 

19 

43  12 

39  16 

29.4 

45 

44 

45 

N. 

N.N.W. 

W.S.W. 

20 

42  39 

46  44 

29.9 

41 

41 

41.8 

W.S.W. 

S.W. 

S.W.byS. 

21 

42  46 

50  51 

29.9 

41.3 

41 

40.3 

s.s.w. 

s. 

N.N.E. 

22 

43  46 

56  07 

28.8 

49 

44 

45 

N.KW. 

W.N.W. 

W. 

23 

42  52 

62  17 

29.1 

46 

54 

54.8 

W. 

W. 

W. 

24 

42  45 

68  00 

29.8 

47 

51.3 

51.8 

S.W. 

s.w. 

W.S.W. 

25 

42  45 

74  02 

29.4 

53 

53.3 

58.8 

w. 

W. 

w. 

26 

42  45 

79  56 

29.2 

53 

51.3 

51.3 

W.N.W. 

N.W. 

N.W. 

27 

42  21 

82  40 

29.4 

55 

52 

52.3 

W. 

S.W. 

N.W. 

28 

42  30 

90  00 

29.1 

56 

51 

51.3 

W.N.W. 

N.W. 

W.N.W. 

29 

42  39 

96  26 

29.4 

58.3 

52.3 

53 

N.W. 

N.W. 

S.W. 

30 

42  45 

100  07 

29.4 

49 

50.3 

51 

W. 

S.W. 

W.N.W. 

31 

48  01 

105  40 

29.5 

54 

51.3 

52 

W.N.W. 

W.N.W. 

W.N.W. 

Nov.    1 

42  51 

112  07 

29.4 

51.3 

50 

50 

N.N.W. 

N.N.W. 

N.N.W. 

2 

41  52 

117  58 

29.0 

52 

52 

52.8 

N.N.W. 

N.N.W. 

S.W. 

3 

40  40 

123  26 

29.2  50 

51 

51.3 

S. 

S. 

s. 

4 

88  33 

125  44 

29,2  53.3 

53 

53.3 

S.S.E. 

S.E. 

E.S.E. 

5 

39  00 

129  04 

29.4  53 

53 

53 

S.E. 

S.S.E. 

S.W. 

6 

88  48 

188  15 

29.9  53 

53.3 

54 

S.W. 

S.W. 

W.  by  S. 

7 

38  59 

185  48 

29.9  '54 

55 

55.3 

S.W. 

S.W. 

N.W. 

8 

39  00 

137  55 

J 

29.9  54 

56 

56 

w. 

w. 

W. 

9 

39  09 

141  32 

|,N.E. 

29.8  54 

56 

56 

w. 

w. 

S.W. 

10 

29.9  53 

55 

55 

s. 

S.S.W. 

760  THE  WIND  AND  CUBBENT  CHABTS. 

.Sept.  25.     Continues  light  winds  and  very  fine  weather;  a  large  swell  coming  from  the  south. 

Sept.  26.     Moderate  winds  and  fine  weather;  a  large  swell  still  coming  from  the  south. 

Sept.  27.  Begins  with  a  fine  breeze  and  ends  with  a  very  light  breeze  from  the  northeast ;  dark 
heavy  appearances  in  the  south ;  also  a  heavy  swell  coming  from  same  quarter. 

Found  a  current  setting  to  the  south  and  east  |  of  a  mile  per  hour  by  lunar  and  chronometer. 

Sept.  28.  Begins  fine;  wind  northeast  and  light;  through  the  night  wind  southwest  and  squally  with 
rain ;  ends  fine,  wind  northeast.     Saw  several  vessels  steering  northward. 

Sept.  29.  Commences  and  ends  with  light  northeasterly  airs  and  fine  weather;  saw  a  vessel  steering 
north  and  westward  by  the  wind ;  have  had  no  southeast  trade-winds  yet. 

Sept.  30.  Very  light  airs,  weather  fine ;  ends  with  passing  clouds ;  dark  heavy  appearances  in  the 
southeast. 

Oct.  1.  Commences  light  winds  and  cloudy ;  ends  fresh  breezes  and  squally ;  a  large  sea  from  the 
south. 

Oct.  2.  Strong  winds  and  squally  with  rain ;  a  very  large  sea  coming  from  southward ;  at  11.30 
carried  away  mizzen  yard,  took  in  topgallant  sails  &c. ;  wind  suddenly  veered  to  the  southwest  at  the  time. 

Oct.  3.  Strong  winds  and  squally  with  rain ;  took  in  topgallant  sails,  fished  and  sent  up  crossjack 
yard  ;  still  continues  a  heavy  sea  from  southward. 

Oct.  4.  Commences  with  fresh  breezes  and  squally ;  ends  moderate  winds  and  fine  weather  with  a 
smooth  sea. 

Oct.  5.  Moderate  winds  and  pleasant  weather  all  these  24  hours ;  saw  a  ship  steering  southward  by 
the  wind. 

Oct.  6.  Commences  with  light  winds  from  E.  S.  E.  and  pleasant  weather ;  ends  fresh  breezes  from  E. 
N.  E.  and  fine.   Exchange  signals  with  an  English  barque  steering  southward  by  the  wind.   Sea  very  smooth. 

Oct.  7.     Strong  winds  and  pleasant  weather  throughout  the  24  hours ;  saw  quantities  of  birds. 

Oct.  8.  Strong  gales  and  dark  rainy  weather  with  a  rough  sea ;  double-reefed  topsails,  furled 
mainsail,  spanker,  jib,  &c.  At  meridian,  wind  veered  to  westward;  strong  gales  and  rainy  weather.  Passed 
a  ship  lying  to  under  a  close-reefed  main-topsail. 

Oct.  9.  Fresh  winds  and  squally ;  sea  more  smooth ;  out  all  reefs  and  set  all  sail.  Saw  quantities  of 
kelp  and  birds. 

Oct.  10.  Strong  gales  and  squally  weather,  at  times  rain  and  hail ;  were  obliged  to  run  off  our  course 
on  account  of  heavy  squalls  from  southwest ;  sea  quite  smooth. 

Oct.  11.  Commences  strong  gales  and  squally,  accompanied  with  hail  and  rain ;  ends  moderate  and 
fine  weather ;  a  heavy  swell  coming  from  southwest. 

Oct.  12.  Commences  moderate  winds  and  light  squalls  of  rain,  all  sails  set ;  at  6  P.  M.  commenced 
breezing  and  squally  appearances,  took  in  studding-sails  and  all  light  sails ;  wind  increasing,  took  in  top- 
gallant sails.  Wind  blowing  very  heavy  accompanied  with  heavy  squalls  of  rain  and  hail;  a  very  heavy 
cross  sea  running,  shipping   much  water  on  deck.     At  10.30  A.  M.  triced  up  the  mainsail,  wind  still 


ROUTES   FROM   EUROPE   AND  THE   UJTITED  STATES  TO   AUSTRALIA.  761 

increasing,  also  the  sea ;  ship  laboring  heavily  and  shipping  much  water  on  deck.  At  10.30  A.  M.  shipped 
a  large  sea  to  leeward,  filling  the  main  deck  full  of  water  and  taking  overboard  two  men,  together  with 
other  things;  ship  at  the  time  running  before  the  wind  under  double-reefed  mizzen  topsail,  whole  fore  and 
mainsails,  at  the  rate  of  14  knots  per  hour ;  ends  hard  gales  and  violent  squalls  from  the  southwest. 

Oct.  13.  Still  continues  heavy  gales  and  squally  with  rain ;  at  midnight,  more  moderate,  sea  going 
down ;  at  6  A.  M.  wind  veered  to  southward,  braced  up  by  the  wind,  strong  breezes  and  squally  with 
rain.    At  8  A.  M.  double-reefed  topsails,  set  reefed  mainsail,  jib,  (Sec.    At  meridian,  hard  gales  and  squally. 

Oct.  14.  Commences  strong  gales  and  squally,  ends  fresh  gales  and  passing  clouds ;  out  all  reefs 
and  set  topgallant-sail.  At  10  A.  M.  water  discolored,  suppose  we  are  on  Lagullas  Bank ;  saw  two  ships 
this  day  from  topsail  yards. 

Oct.  15.  Moderate  winds  and  passing  clouds ;  at  8  saw  the  land ;  tacked  ship  to  southward ;  wind 
southeast ;  saw  several  vessels  bound  westward ;  ends  fresh  breezes  and  cloudy. 

Oct.  16.  Fresh  breezes  and  cloudy,  a  heavy  sea  coming  from  southeast  all  this  day ;  no  observation 
this  day,  sun  obscured. 

Oct.  17.    Fine  breezes  and  cloudy  weather;  first  part  of  this  day,  a  rough  head  sea;  latter  part,  smooth. 

Oct.  18.    Fine  breezes  and  dark  foggy  weather  most  of  this  day;  sea  smooth,  no  obscuration. 

Oct.  19.  Commences  moderate  and  thick  foggy  rainy  weather ;  ends  fresh  winds  and  cloudy.  A 
rough  sea  making  from  the  southwest. 

Oct.  20.  Commences  strong  winds  and  squally  with  a  rough  sea ;  ends  moderate  and  passing  clouds ; 
sea  more  regular. 

Oct.  21.  Begins  moderate  winds  and  passing  clouds  with  a  heavj-^  sea  from  S.  W.;  ends  with  N.  N. 
E.  winds  and  cloudy ;  sea  still  coming  from  S.  AV. 

Oct.  22.  Commences  fresh  gales  and  squally  with  much  rain ;  took  in  all  light  sails.  At  8  P.  M. 
wind  increasing,  double-reefed  topsails,  reefed  main  course  ;  and  at  7.30  A.  M.  took  in  spanker,  furled  main 
course.  At  9  A.  M.  wind  increasing,  reefed  fore  course,  took  in  mizzen-topsail,  split  jib  ;  sea  very  large 
and  irregular;  saw  patches  of  rock-weed  and  kelp,  Crozct's  Islands  bearing  southwesterly  about  180  miles 
distant. 

Oct.  23.  Begins  and  ends  with  strong  gales  and  squally ;  let  reefs  out  of  main-topsail,  set  topgallant 
sail,  mizzen-topsail ;  sea  very  large  and  irregular :  noticed  quite  a  change  in  the  water  this  A.  M. 

Oct.  24.  Commences  fresh  gales  and  squally ;  during  night  moderating ;  ends  fine ;  sea  smooth,  wind 
veei'ing  to  westward. 

Oct.  25.  Comes  in  with  moderate  winds  and  cloudy ;  midnight,  fine  breezes  and  cloudy  ;  ends  fresh 
gales  and  dark  cloudy  weather ;  a  heavy  swell  from  westward. 

Oct.  26.  Fresh  breezes  and  thick,  foggy,  rainy  weather;  saw  quantities  of  rock-weed  and  kelp;  no 
observation  at  meridian. 

Oct.  27.    Commences  moderate  winds  and  thick  foggy  weatlier ;  through  the  night  quite  moderate ; 
ends  fine  winds  and  cloudy;  saw  patches  of  rock-weed. 
96 


762  THE  WIND  AND  CURRENT  CHARTS. 

Oct.  28.  Begins  and  ends  with  strong  winds  and  a  rough  sea ;  at  times  misty  damp  weather ;  a  part 
of  the  time,  all  possible  sail  set. 

Oct.  29.  Commences  with  strong  gales  and  thick  rainy  weather ;  midnight,  wind  hauled  to  the 
southwest ;  ends  southwest  winds  and  cloudy  ;  moderate. 

Oct.  30.  Begins  and  ends  with  moderate  winds  and  dark  cloudy  weather ;  nothing  worthy  of  note 
occurred  this  day. 

Oct.  31.  Throughout  the  24  hours  moderate  winds  and  cloudy  weather ;  a  very  heavy  swell  coming 
from  the  southwest. 

Nov.  1.     Commences  and  ends  with  N".  N.  westerly  winds  and  cloudy  weather;  sea  quite  smooth. 

Nov.  2.  Commences  with  winds  fiom  N.N.  W.  and  cloudy;  at  10  A.  M.  wind  hauled  suddenly  into 
the  southwest;  ends  strong  gales  and  squally. 

Nov.  3.    Strong  gales  and  squally  with  rain;  ends  strong  gales  and  passing  clouds;  under  double  reefs. 

Nov.  4.  Begins  with  fresh  gales  and  dark  cloudy  weather ;  ends  more  moderate  ;  dark  rainy  weather ; 
ship  under  double  reefs. 

Nov.  5.  Moderate  winds  from  S.  E.  with  dark  heavy  appearances ;  through  the  night,  wind  veering 
to  the  south ;  ends  strong  southwesterly  gales  and  dark  rainy  weather ;  passed  a  ship  steering  same  course ; 
weather  threatening. 

Nov.  6.  Moderate  and  pleasant  with  a  heavy  S.  W.  swell ;  found  a  northerly  current  this  day  of  | 
knot  per  hour,  the  first  we  have  experienced  since  we  have  been  on  the  coast  of  Australia. 

Nov.  7.  Moderate  and  very  fine  weather ;  at  meridian,  wind  hauling  to  the  westward ;  a  heavy 
southwesterly  swell;  this  day  we  have  steered  E. byS.  by  compass  120  miles  distance,  and  have  made 
only  11  miles  difference  of  latitude.  I  find  by  two  good  observations  this  morning  by  chronometer,  that 
we  have  had  a  northeasterly  current  of  one  mile  per  hour,  setting  us  in  towards  the  Great  Australian 
Bight ;  79  days  out. 

Nov.  8.  Very  moderate  and  fine  throughout  the  day ;  a  heavy  southwesterly  swell  from  a  north- 
easterly current. 

Nov.  9.  Moderate  winds  and  fine  weather ;  a  heavy  southwesterly  swell ;  ends  moderate  and  cloudy, 
wind  being  to  southward. 

Nov.  10.  Comes  in  with  cloudy  rainy  weather ;  at  midnight,  dark  and  rainy ;  sounded  in  58  fathoms 
water.  At  12.30  saw  Cape  Otway  light  bearing  N.  E.,  distance  12  miles.  At  8  A.  M.  off  entrance  of  Port 
Philip ;  at  10  came  to  anchor  in  Hobson's  Bay,  80  days  from  New  York.  If  we  had  been  favored  with  a 
moderate  share  of  favorable  winds  through  the  trades  or  tropics,  we  probably  might  have  made  a  somewhat 
quicker  passage.  Winds  and  weather  during  the  whole  passage  have  been  very  unsettled  and  changeable. 
After  having  crossed  the  goutheast  trade-winds,  I  endeavored  to  get  as  far  south  as  50°  and  55°  and  in 
that  parallel  run  down  my  easting;  but  owing  to  strong  southerly  and  southwesterly  gales  was  prevented 
from  doing  so. 


ROUTES   FROM   EUROPE   AND  THE   UNITED  STATES  TO  AUSTRALIA. 


763 


Abstract  Log  of  the  Barque  Oriental  (J.  J.  Heard).     From  off  St.  Roque  to  Melbourne,  Australia,  1853. 


Date. 


Oct. 


Lntitude 
at  noon. 


Nov. 


13 

14 

15 

16 

17 

18 

19 

20 

21 

22 

23 

24 

25 

26 

27 

28 

29 

30 

31 

1 

2 

3 

4 

5 

6 

7 

8 

9 

10 

11 

12 

13 

14 


9° 
11 
13 
14 
16 
17 
19 
22 
24 
26 
28 
28 
31 
32 
35 
37 
38 
38 
40 
41 
42 
43 
44 
46 
46 
47 
49 
50 
51 
52 
52 
52 
51 


15i  51 

16  51 

17!  50 

18  51 

19  51 
20^  53 

21j  53 

22  53 

23  53 

24  53 


Dec. 


25 
26 
27 
28 
29 
30 
1 


53 
53 
53 
53 
53 
54 
54 


23' S. 

19 

22 

52 

05 

42 

38 

06 

11 

21 

07 

37 

02 

52 

07 

07 

04 

36 

21 

51 

35 

36 

41 

06  D.  E. 

46  D.  E. 

51D.E. 

23D.E. 

13  obs. 

05  D.  E. 

26D.E. 

16D.E. 

20D.E. 

03D.E. 

20D.E. 

15D.E. 

09D.E. 

02D.E. 

57  D.  E. 

17D.E. 

41  D.  E. 

45  D.  E. 

22  obs. 
29 

26 

26D.E. 
46D.E. 
51  obs. 
21 

23  D.  E. 
09 


Longitude 
at  noon. 


26= 

27 

28 

29 

29 

29 

29 

28 

28 

27 

27 

27 


15'  W. 
40 
43 
30 
44 
25 
06 
33 
21 
35 
•18 
24 


No  obs. 
26  06 


24 
23 
20 
17 
14 
11 
9 
6 
3 
1 
1 
4 
7 
11 
14 
19 
22 
27 
32 
37 
41 
45 
49 
52 
56 
58 
61 
66 
l70 
74 
178 
83 
86 
92 
92 
92 


37 

12 

01 

03 

08 

20 

31 

48 

51 

44  D.E. 

03E.D.E. 

02  D.E. 

52 

21  chro. 

57 

42 

43 

47  D.E. 

21  D.E. 

06  D.E. 

40  D.E. 

53  D.E. 

23  D.E. 

17  D.E. 

D.E. 

obs. 

D.E. 

obs. 

obs. 


03 
07 


22 
38 
19 
32  D.E. 

D.E. 

obs. 


55 

40 

17 

38  D.E. 

57 


THER 

.  9  a.  M. 

wiNns. 

Bar. 

Air. 

Wat«r. 

First  part. 

Middle  part. 

Latter  part. 

29.95 

80° 

78° 

S.E. 

E.S.E. 

E.S.E. 

29.95 

80 

78 

S.E. 

S.S.E. 

S.  S.  E. 

30.00 

78     78 

S.  S.  E. 

S.E. 

E.S.E. 

30.00 

76  1  78 

S.S.E. 

S.E. 

E.  by  S. 

30.00 

78  1  78 

S.E. 

S.E. 

E.byS. 

30.00  80     78 

East 

E.N.E. 

E.N.E. 

30.00.78      74 

E.N.E. 

N.E. 

N.E. 

29.95  76  1  74 

N.E. 

N.byE. 

N.byE. 

29.95  '72 

72 

North 

N.W. 

W.N.W. 

29.95 

72 

72 

N.  W. 

W.byN. 

W.byN. 

29.95 

68 

68 

W.byN. 

W.byN. 

W.byS. 

30.00 

70 

67 

W.byS. 

Calm 

North 

29.50 

66 

66 

North 

N.E. 

N.W.toW. 

29.70 

68 

63 

West 

N.W. 

N.W.toW. 

29.70 

62 

60 

W.N.W.toN. 

W.N.W.toN. 

W.N.W.toN. 

29.50 

56 

58 

N.W.toN. 

N.W.toN. 

N.toW. 

29.85 

54 

56 

"West 

S.W. 

S.W. 

30.10 

54 

55 

West 

W.to 

W.N.W. 

29.70 

54     55 

W.N.W. 

W.N.W. 

N.N.W. 

29.60 

50  1  50 

N.  N.  W. 

W.N.W. 

W.N.W. 

30.05 

48 

45 

N.W. 

N.W. 

N.  to  N.E. 

30.00 

54 

50 

N.W. 

N.W. 

N.W. 

29.90 

50 

42 

N.W. 

N.W. 

N.W. 

29.30 

46 

41 

N.W. 

N.N.E. 

N.W. 

•29.80 

38 

39 

N.W. 

South 

E.N.E. 

29.40 

44 

40 

E.N.E. 

E.N.E. 

N.W. 

29.20 

40 

35 

N.W. 

N.W. 

N.N.AV. 

29.60 

34 

33 

N.W. 

W.N.W. 

West 

29.60 

37 

33 

West 

W.  and  N.W. 

North 

29.10 

34 

31 

N.N.E. 

N.W. 

N.W. 

29.10 

31 

31 

N.W. 

West 

S.  S.  W. 

29.20 

32 

34 

West 

W.N.W. 

W.N.W. 

!  29.60 

32 

32 

W.N.W. 

W.N.W. 

West 

29.20 

35 

34 

W.  to  N.W. 

W.to  N.W. 

W.to  N.W. 

29.00 

34 

33 

N.W. 

N.W. 

N.W. 

'  29.60 

34 

33 

N.  W. 

N.W. 

West 

29.60 

38     36 

N.W. 

N.W. 

N.W. 

29.50 

37     34 

N.W. 

N.N.W. 

N.E. 

28.95 

35  !  33 

N.E. 

North 

N.N.E. 

29.30  137  1  34 

N.E. 

Cahn 

S.W. 

29.20 

34 

34 

AVest 

N.W. 

N.E. 

29.20 

37 

34 

N.E. 

N.W. 

W.N.W. 

29.10 

34 

34 

W.N.W. 

N.W. 

N.E. 

29.05 

37 

34 

N.E. 

N.W. 

N.  W. 

28.90 

34 

33 

N.W. 

N.W. 

N.E. 

28.45 

34 

32 

N.E. 

N.E. 

North 

28.70 

34 

33 

North 

North 

North 

j  28.95 

36 

35 

North 

N.W. 

N.E. 

;  28.70 

36 

35 

N.E. 

E.N.E. 

East 

1  28.65 

36 

35 

E.N.E. 

S.E. 

S.S.E. 

764 


THE  WIND  AND  CURRENT  CHARTS. 


Abstract  Log  of  the  Barque  Oriental — Continued. 


THEK.  9  A.  M. 

WINDS. 

Date. 

Latitude 
at  noon. 

Longitude 
at  noon. 

Bar. 

Air. 

Water. 

First  part. 

Middle  part. 

Latter  part. 

Dec.     2 

52° 

57' S. 

95° 

20' E. 

28.70  135 

35 

S.S.E. 

S.  to 

s.w. 

3 

51 

20  obs. 

98 

13  obs. 

29.10  135 

35 

s.w. 

S.W.  to 

w.  s.  w. 

4 

50 

17D.K. 

99 

09D.E. 

28.60  |38 

38 

w.  s.  w. 

Calm 

East 

5 

49 

13  obs. 

104 

12D.E. 

28.70 

44 

42 

N.KW. 

to 

N.W. 

6 

48 

18 

107 

47  obs. 

29.35 

48 

44 

N.W. 

KN.W. 

N.N.W. 

7 

47 

52D.E. 

109 

34D.E. 

29.60 

46 

46 

KN.W. 

North 

E.N.E. 

8 

47 

31D.E. 

114 

02D.E. 

29.70 

50 

48 

North 

N.N.W. 

N.N.W. 

9 

48 

12D.E. 

117 

43D.E. 

29.15 

50 

48 

N.KE. 

N.N.E. 

N.N.E. 

10 

47 

42  obs. 

121 

13  obs. 

29.00  49 

48 

N.N.E. 

N.byW. 

N.byW.toN.W.byN. 

11 

46 

37 

124 

53 

29.50 

N.W.byK 

N.W.byN. 

N.W.byN. 

12 

45 

28 

127 

46 

29.50  53 

51 

N.  by  W. 

N.N.W. 

N.byW. 

13 

44 

07 

131 

18 

29.40  54 

52 

N.KW. 

W.N.W. 

W.S.W.  to  S.W. 

14 

42 

41 

134 

16 

29.80  56 

52 

w.s.w. 

W.  S.  W. 

W.S.W. 

15 

41 

30  D.  E. 

136 

47D.E. 

29.90  55 

54 

w.s.w. 

West 

N.W. 

16 

39 

33  obs. 

139 

43  obs. 

29.85  '62 

60 

N.W. 

to 

S.W. 

17 

38 

44 

142 

32 

29.90  !56 

56 

S.S.W. 

South 

S.E. 

18 

38 

40 

142 

13 

29.85  l59 

61 

S.  E.  to 

E.to 

S.E. 

19 

39 

11 

142 

29 

29.60  !64 

60 

S.  E.  to 

E.  and 

E.N.E. 

20 

38 

52 

142 

38 

29.70  i68 

60 

Calm 

Calm 

Calm 

21 

39 

17 

143 

47 

29.65  j62 

62 

East 

S.E.toE. 

E.to  E.N.E. 

22 

29.60  68 

64 

East 

E.  N.  E. 

Calm  and  W.S.W. 

Oct.  13.  Fresh  breez;es;  pleasant  weather;  head  sea.  Saw  a  sail  in  the  distance  bound  N.  W.  Cur- 
rent, I,  E.  by  S. 

Oct.  14.     Pleasant  weather  ;  fine  breezes  ;  head  sea.     No  current. 

Oct.  15.     Pleasant  breezes ;  head  sea.     Current,  1  knot,  S.  E.  J  E. 

Oct.  16.     Pleasant  breezes ;  very  little  head  sea.     Saw  a  whale.     No  current. 

Oct.  17.  Very  light  airs  and  pleasant.  Saw  two  barques,  one  to  the  eastward,  the  other  ta  the  west- 
ward, bound  northward. 

Oct.  18.  Pleasant  breezes.  First  and  middle  parts,  light  rain  squalls.  Latter  part,  pleasant ;  larboard 
studding-sails  set.     Two  barques  in  company,  one  English,  the  other  too  distant. 

Oct.  19.     Pleasant  breezes;  fine  weather. 

Oct  20.  Fresh  breezes.  At  3  P.M.  made  the  island  of  Trinidad;  at  4.30,  made  Martin  Yas;  at  10 
P.  M.  Martin  Vas,  N.  E.  by  E.,  distant  8  miles.  Passed  between  the  islands.  At  7  P.  M.  Trinidad  bearing 
S.  W.  by  W. ;  light  swell  of  the  sea  after  us.     Current,  |  knot,  N.  E.  J  E. 

Oct.  21.  Fresh  breezes  and  passing  rain  squalls ;  light  swell  from  the  westward.  Current,  1  knot, 
N.  N.  E. 

Oct.  22.  Fresh  breezes ;  very  heavy  swell  from  westward.  Thus  I  allow  one  knot  per  hour  to  the 
eastward  for  heave  of  the  sea.     Have  seen  several  birds  called  fish-hawks.     Current,  1  knot,  N.  E.  J  E. 

Oct.  23.     Pleasant  weather ;  light  swells  from  westward.     Saw  a  cape  pigeon ;  first  seen. 


ROUTES  FROM  EUBOPE   AND  THE   UNITED  STATES  TO   AUSTRALIA.  765 

Oct.  24.  Light  airs  and  calms.  First  part,  weather  clear ;  middle  and  latter  part,  hazy.  Current, 
i  knot,  S.  W.  i  S. 

Oct.  25.  From  midnight  to  2  A.M.,  the  barometer  fell  from  30.00  to  29.50,  and  heavy  squalls,  attended 
with  rain  from  N.  E.,  which  brought  us  down  to  double-reefed  topsails ;  mainsail,  outer  jib,  and  spanker 
stowed.  From  8  A.  M.  to  noon,  the  wind  veering  by  north  to  west;  first  time  we  have  been  obliged  to  take 
in  the  main-topgallant-sail  and  to  reef  topsails.     74  days  from  Boston. 

Oct.  26.    Fresh  breezes  and  passing  squalls;  swell  from  N.  W.    Took  in  and  made  sail  as  required. 

Oct.  27.  Fresh  breezes  with  westerly  swell.  At  4.30  A.M.  passed  over  colored  water,  dark  green  ; 
an  hour  and  a  half  going  over ;  I  should  judge,  from  the  color  of  it,  not  more  than  60  fathoms  deep,  with  a 
heavy  ground  swell ;  weather  pleasant. 

Oct.  28.  At  7  P.  M.,  heavy  thunder  squall  from  W.  to  N.  W.,  attended  with  lightning,  rain,  and  hail; 
took  in  all  light  sails  and  reefed  topsails  ;  strong  breezes  and  heavy  sea  from  W.  to  N.  W.,  attended  with 
squalls,  and  so  ends. 

Oct.  29.     Strong  breezes,  attended  with  squalls  and  heavy  sea  running.     Many  birds  about. 

Oct.  30.     First  part,  strong  breezes ;  middle  and  latter  parts,  light.     Saw  two  grampuses. 

Oct.  31.     Strong  breezes  and  pleasant  weather ;  heavy  sea  on.    Saw  two  whales. 

Nov.  1.     Strong  breezes  and  heavy  sea.     Middle  part,  rainy ;  latter  part,  cloudy. 

Nov.  2.    Fresh  breezes.     Middle  and  latter  part,  light  airs  ;  weather  cloudy.     Heavy  swell. 

Nov.  3.  Light  airs  and  pleasant  weather ;  heavy  swell  from  west.  Saw  flocks  of  penguins  going 
north. 

Nov.  4.  Pleasant  breezes ;  fog  set  in  at  midnight  with  occasional  breaks ;  observations  quite  indif- 
ferent. From  the  great  change  in  the  weather,  I  should  judge  there  were  icebergs  not  far  from  us  ;  there 
is  also  a  great  chilliness  in  the  atmosphere,  and  has  been  for  several  days.  There  is  a  great  number  of 
whale  birds  about  to  day,  a  few  cape  pigeons ;  the  larger  birds  all  disappeared. 

Nov.  5.  First  and  middle  part,  light  airs  and  foggy ;  latter  part,  strong  breezes  and  heavy  sea  run- 
ning.    Took  in  Ijght  sails  and  double-reefed  topsails. 

Nov.  6.  First  part,  strong  breezes  and  tremendous  sea ;  midnight,  moderated.  Let  out  reefs  and 
made  sail;  cloudy  weather;  no  observation  ;  very  chilly. 

Nov.  7.     First  and  middle  part,  fresh  breezes  with  fog  and  drizzling  rain  ;  latter  part,  cloudy. 

Nov.  8.  Fresh  breezes  all  these  24  hours.  First  part,  dense  fog ;  middle  part,  clear ;  latter  part,  thick 
fog.     I  cannot  account  for  the  fog  here  unless  there  be  ice  near  us. 

Nov.  9.     Strong  breezes  and  heavy  sea.     First  and  middle  part,  foggy ;  latter  part,  passing  snow  squalls. 

Nov.  10.  Strong  breezes.  First  and  middle  part,  clear ;  latter  part,  cloudy.  Ice  made  on  deck  last 
night. 

Nov.  11.  Heavy  breezes,  attended  with  heavy  sea.  Latter  part,  more  moderate  with  frequent  snow 
squalls.    At  5  A.  M.  saw  an  iceberg  north  of  us ;  I  should  think  it  was  J  of  a  mile  in  length,  and  about  60 


768  THE  WIKD  AND  CURRENT  CHARTS. 

feet  above  the  water.  There  are  many  birds  about,  both  large  and  small.  Last  night,  and  the  night  before, 
a  cape  pigeon  alighted  on  the  deck. 

Nov.  12.  Fresh  breezes.  Middle  and  latter  part,  moderate ;  wind  veering  from  N.  W.  to  S.,  and  back 
to  S.  "W. ;  6  A.  M.  snow  storm  till  8  A.  M.  Barometer,  28.90.  Ends  with  light  flurry  of  snow.  Large 
number  of  birds  about,  cape  pigeons,  whale  birds,  and  goneys. 

Nov.  13.  Commences  with  strong  breezes ;  middle  and  latter  part,  blowing  a  gale,  with  frequent  snow 
squalls  and  a  very  heavy  sea  running.  From  5  to  6.30  P.  M.  saw  three  icebergs,  two  at  the  south  and  one 
north  of  us.  Several  patches  of  kelp  have  been  seen  during  the  past  week.  This  day  ends  with  tremen- 
dous sea  and  strong  gales.     At  midnight,  barometer,  28.90. 

Nov.  14.  Commences  with  a  gale  from  "W.  to  W.  N.  W.,  very  heavy  sea;  middle  and  latter  part,  more 
moderate,  wind  and  sea  going  down.  Passed  four  icebergs.  Snow  squalls  and  cloudy.  Imperfect  obser- 
vations. 

Nov.  15.  Strong  breezes  and  uncertain  weather,  with  snow,  hail,  and  rain  squalls;  winds  baffling  from 
W.  to  W.  to  W.  N.  W.,  and  N.  W. ;  ends  same  with  barometer  falling.  At  3  P.  M.  saw  an  iceberg  north  of 
us.  I  should  not  recommend  any  one's  coming  down  here  this  month;  for,  when  it  snows,  one  can  see  but 
a  very  short  distance,  and  icebergs  are  too  plenty  to  run  with  safety. 

Nov.  16.  All  these  24  hours  a  gale  from  N.  "W. ;  very  heavy  sea  running.  Barometer,  through  the 
night,  28.90.  Weather  hazy ;  sun  broke  through  the  clouds  a  very  few  moments  this  morning.  Observa- 
tions very  indifferent.     Ends  with  snow  squalls  and  tremendous  sea. 

Nov.  17.     First  and  middle  parts,  gale,  attended  with  heavy  sea ;  latter  part,  more  moderate. 

Nov.  18.     Fresh  breezes.     Latter  part,  more  moderate.    Very  dense  fog. 

Nov.  19.     Moderate  breezes  and  thick  fog.     No  observation.     Barometer  falling.     Saw  four  whales. 

Nov.  20.     Variable  breezes  and  squally.     Large  number  of  whale  birds  about. 

Nov.  21.     First  part,  fresh  breezes  and  snow  storm ;  middle,  calm ;  latter  part,  light  breezes. 

Nov.  22.  First  part,  light  breezes  and  snow  squalls,  with  an  occasional  break  in  the  clouds.  ,  At  7 
A.M.  thick  fog;  wind  hauled  from  N.  W.  to  N.  E.;  ends  with  snow  storm.     Barometer  falling. 

Nov.  23.  Strong  breezes  and  snow  squalls.  During  middle  part,  barometer  fell  to  29.00.  Yesterday 
saw  sperm  whales. 

Nov.  24.     Fresh  breezes  and  snow  squalls.     Tide  rip  setting  N.  E.    Barometer  falling. 

Nov.  25.  Pleasant  breezes  and  passing  snow  squalls  ;  latter  part,  clear.  The  first  clear  weather  we 
have  had  for  20  days.  At  8.30  A.  M.  made  land ;  at  first  took  it  for  icebergs,  as  no  island  is  laid  down  on 
my  chart,  nor  in  the  epitome.  At  11  A.M.,  the  clouds  cleared  away,  showing  it  to  be  an  island ;  at  noon, 
the  eastern  end  bore,  per  compass,  N.  N.  E.  20  miles  ;  the  western  end  bore,  per  compass,  N.  by  W.  about 
20  miles.  I  make  the  west  end  of  the  island  74°  15'  E.  long.;  east  end  74°  40' ;  lat.  58°  10'.  Near  the 
centre  of  the  island  a  high  peak,  5,000  feet  high.    Large  number  of  birds. 

Nov.  26.     Fresh  breezes  and  passing  snow  squalls.    Latter  part,  cloudy  and  misty. 

Nov.  27.     Fresh  breezes  and  thick  weather.    At  9  P.  M.  barometer  commenced  falling;  and  at  8  A.  M. 


ROUTES   FROM   KUROPE   AND  THE   UNITED  STATES  TO   AUSTRALIA.  767 

stood  at  28.40.    Took  in  all  light  sails  and  close-reefed  topsails.     I  do  not  understand  the  low  state  of  the 
barometer,  with  the  appearance  of  the  weather,  which  looks  like  a  whole  topsail  breeze. 

Nov.  28.  Commences  with  thick  foggy  weather,  with  passing  snow  squalls  ;  latter  part,  pleasant.  At 
10  A.  M.  hail  squall.  The  barometer  has  not  got  above  28.70,  though  the  weather  looks  fine.  At  4  A.  M. 
let  reefs  out ;  at  3.30  and  at  5  P.  M.  passed  icebergs,  one  north  and  the  other  south  of  us ;  latter  part  of 
the  night  and  early  part  of  the  morning,  passed  over  colored  water,  I  should  judge  about  150  fathoms 
deep.  At  3  P.  M.  saw  seven  right  whales.  Unusual  number  of  whale  birds  about  to-day. 
Nov.  29.    Fresh  breezes  and  light  snow  squalls. 

Nov.  30.  Commences  with  strong  breezes.  At  4-P.  M.  commencing  to  blow  in  gusts ;  took  in  light  sails. 
At  5.30  double-reefed  topsails.  At  11  P.M.  gale  increasing.  Barometer, ^8.50 ;  close-reefed  topsails  and 
stowed  foresail.  At  8  A.  M.  calm.  Barometer,  28.60.  At  10  A.M.  light  air  from  east;  made  all  sail  by 
the  wind  ;  ends  cloudy.     No  observation.     Tacked  ship  to  the  north. 

Dec.  1.  Moderate  breezes,  attended  with  snow  squalls.  At  6  P.  M.  tacked  ship  to  south ;  at  4  A.  M, 
tacked  to  the  north  and  east ;  cross  seas  on ;  ship  laboring  much. 

Dec.  2.  Moderate  breezes  and  thick  fog  most  of  the  time,  with  snow  squalls;  wind  veering  from  S.S.  E. 
to  S.  W.  and  back  to  S.  S.  E.  Saw  a  large  iceberg  south  of  us.  From  7  A.  M.  to  meridian  passed  over 
colored  water. 

Dec.  3.  First  and  middle  parts,  fresh  breezes  and  snow  squalls ;  latter  part,  stiff  breezes  and  clear. 
Between  midnight  and  1  A.M.  the  Aurora  Australis  made  a  very  brilliant  appearance  from  S.  toS.W., 
shooting  up  with  a  white  light,  illuminating  the  whole  heavens,  and  making  everything  about  deck  per- 
fectly distinct. 

Dec.  4.  First  part,  light  breezes;  middle,  calm;  latter  part,  fresh  breezes.  At  11  A.  M.  wind  hauled 
suddenly  from  E.  to  N.  N.  W. ;  ends  stiff  breezes.  It  is  the  second  time  the  wind  has  hauled  with  the  sun, 
since  we  have  been  S.  of  30°.  This  morning  saw  a  very  large  sperm  whale;  an  ugly  cross  sea  on  and  swell 
from  W.     From  meridian  to  6  P.  M.  passed  over  colored  water. 

Dec.  5.  Commences  with  strong  breezes.  At  midnight  increasing,  took  in  light  sails;  at  7  A.M.  wind 
increasing,  coming  in  heavy  squalls  and  gusts  with  rain.  Fore-topgallant  sail  and  flying-jib  split.  At  mid- 
night, stowed  main-topgallant  sail,  spanker,  and  mainsail,  and  double  reefed  the  topsails;  inner  jib  split  in 
pieces ;  ends  with  a  heavy  gale  from  N.  W.,  and  tremendous  sea  on.  During  the  past  24  hours  passed 
over  several  patches  of  kelp.  The  Aurora  Australis  was  again  seen  between  midnight  and  1  A.M.;  had 
the  same  appearance  as  on  the  previous  night,  but  only  seen  in  the  W.  and  S.  "W. 

Dec.  6.  All  these  24  hours  strong  breezes.  First  and  latter  parts,  pleasant;  middle  part,  thick  driz- 
zling rain.    Heavy  sea  running.    Cape  pigeons  have  left  us. 

Dec.  7.    First  part,  fresh  breezes ;  middle  and  latter  parts,  very  light  airs  with  drizzling  rain. 
Dec.  8.     All  these  24  hours  fresh  brefifees.     First  part,  weather  pleasant ;  middle  and  latter  parts, 
cloudy.     Passed  several  small  patches  of  kelp. 

Dec.  9.     Fresh  breezes  and  cloudy.     From  8  P.  M.  to  midnight,  took  in  light  sails  and  topgallant-sails. 


788  THE  WIND  AND  CURRENT  CHARTS. 

At  7  A.M.  wind  increasing,  coming  in  gusts  witli  drizzling  rain.  Double-reefed  the  topsails  and  reefed  the 
mainsail ;  cross  sea  on  ;  ends  with  drizzling  rain.     Passed  kelp.    Nearly  all  the  birds  have  left  us. 

Dec.  10.  Commences  with  strong  breeze  and  heavy  sea  on.  At  6  P.  M.  moderiiting ;  let  one  reef  out 
of  each  topsail ;  set  inner  jib,  main-topsail,  staysail,  and  main-topgallant  sail.  At  4  A.  M.  wind  increasing ; 
took  in  main-topgallant  sail,  maintopmast  staysail,  and  inner  jib.  At  7.30  wind  increased  to  a  gale;  double- 
reefed  the  topsails ;  wind  then  hauled  from  N.  by  W.  to  N.  W.  by  N  ;  heavy  head  sea  on  and  ship  laboring 
hard ;  ends  with  a  gale  and  clear  weather.     Saw  detached  pieces  of  kelp. 

Dec.  11.  First  and  middle  parts,  strong  breezes.  At  4.30  A.M.  moderating;  let  reefs  out  and  set  light 
sails  ;  ends  pleasant  weather. 

Dec.  12.     All  these  24  hours  pleasant  breezes  and  pleasant  weather. 

Dec.  13.  Commences  with  fresh  breezes,  gradually  increasing  through  the  night;  and  at  7  A.  M.  brought 
down  to  double-reefed  topsails ;  ends  strong  breezes  and  passing  clouds.  Saw  two  large  sperm  whales. 
Heavy  sea  on. 

Dec.  14.     Fresh  breezes  and  pleasant  weather.     At  6  P.  M.  saw  sperm  whale. 

Dec.  15.     First  and  middle  parts,  pleasant ;  latter,  fresh  breezes  and  cloudy. 

Dec.  16.     Pleasant  weather  and  fine  breezes.     Two  sail  in  company.  * 

Dec.  17.     Pleasant  weather  and  fine  breezes. 

Dec.  18.  Pleasant  weather  and  fine  breezes.  At  8.30,  tacked  to  S.  and  W. ;  midnight,  tacked  again 
to  N.  and  E. ;  at  4  A.  M.  to  S.  and  E. ;  at  7.30  A.  M.  again  tacked  to  N.  Made  Bald  Head  bearing  N.  N.  E., 
distant  about  12  miles. 

Dec.  19.  Pleasant  weather  and  light  breeze.  At  3.30  P.  M.  tacked  off  the  land  in  Portland  Bay;  at 
8  A.  M.  tacked  to  north. 

Dec.  20.    Light  airs  and  calms  all  these  24  hours.    Land  in  sight. 

Dec.  21.  Pleasant  breezes;  by  spells,  foggy.  At  9  P.M.  tacked  to  the  eastward;  at  8  A.M.  tacked 
offshore.     Cape  Otway  light,  bearing  W.  by  N.  per  compass,  distant  16  miles. 

Dec.  22.  First  part,  light  airs ;  middle  part,  light  airs  and  puffy.  At  8.30  A.M.  a  fresh  breeze  sprung 
up  from  W. ;  cloudy.     No  observation. 

Dec.  22.     Civil  account. 

At  4  P.M.  took  pilot  off  the  Heads;  at  4.30,  took  bay  pilot ;  and  at  9.30  P.M.  anchored  in  Hobson's 
Bay. 


ROUTES  FKOM  EUROPE  AND  THE   UNITED  STATES  TO   AUSTRALIA. 


769 


Abstract  Log  of  the  Barque 

Duchess, 

of  Boston 

(Ernest  Lane).    From  off  St 

.  Hoque  to  Australia,  1858. 

• 

THER. 

9  a.m. 

WINDS. 

Date. 

Latitude 
at  noon. 

Lon 
at 

jitude 
noon. 

Bar. 

Air. 

Water. 

First  part. 

Middle  part. 

Latter  port. 

Nov.     9 

8°    34' S. 

33° 

28' W. 

30.20 

82° 

81° 

S.E. 

S.E. 

S.E.byE. 

10 

11     09 

32 

20 

30.02 

81 

81 

S.E.byE. 

E.S.E. 

E.byS. 

11 

13     38 

33 

30 

30.22 

81 

80 

E.S.E. 

S.E.byE. 

E.S.E. 

12 

15     55 

33 

12 

30.02 

80 

80 

S.E.byE. 

E.S.E. 

E.S.E. 

13 

17     44 

32 

50 

30.25 

79 

78 

Calm 

E.byS. 

E.byN. 

14 

20     10 

32 

24 

30.28 

79 

77 

E.byN. 

East 

E.S.E. 

15 

21     57 

32 

02 

30.32 

78 

75 

Calm 

E.N.E. 

East 

16 

24     12 

31 

45 

30.36 

75 

73 

East 

E.S.E. 

E.S.E. 

17 

26    42 

31 

23 

30.38 

71 

73 

E.S.E. 

E.  by  S. 

E.byS. 

18 

28    52 

30 

45 

30.25 

73 

71 

East 

E.N.E. 

N.  E.byN. 

19 

30     34 

29 

42 

30.14 

73 

69 

N.N.E. 

N.N.W. 

N.  by  W. 

20 

32     40 

28 

40 

30.05 

66 

65 

N.N.W. 

N.W. 

N.W. 

21 

33     35 

28 

04 

30.01 

69 

66 

N.W. 

N.N.W. 

N.E. 

22 

36     00 

27 

25 

29.60 

69 

63 

North 

North 

North 

23 

36     19 

25 

38 

29.85 

58 

59 

N.N.W. 

N.W. 

w.  s.  w. 

24 

37     33 

23 

02 

29.85 

64 

60 

W.KW. 

N.W. 

N.W. 

25 

38     26 

21 

10 

30.08 

52 

58 

F.W. 

S.W. 

S.S.W. 

26 

38     35 

18 

50 

30.53 

52 

57 

S.S.W. 

West 

W.N.W. 

27 

39     39 

16 

10 

30.28 

58 

55 

W.N.W. 

N.W. 

N.W. 

28 

41     10 

13 

29 

30.20 

58 

53 

N.W. 

N.  W. 

N.W. 

29 

42     18 

10 

29 

30.27 

55 

51 

N.W. 

N.W. 

N.W. 

30 

42     58 

7 

30 

30.22 

66 

51 

KW. 

N.N.W. 

North 

Dec.     1 

43     26 

4 

15 

29.88 

51 

47 

North 

N.N.E. 

N.E. 

2 

43     20 

0 

00  31" 

30.07 

51 

48 

North 

N.N.W. 

N.W. 

3 

43     32 

2 

23  E. 

29.75 

48 

48 

N.N.W. 

W.N.W. 

West 

4 

43     35 

5 

26 

29.90 

53 

48 

West 

W.N.W. 

N.W. 

5 

53    40 

8 

11 

29.85 

45 

48 

N.W. 

West 

S.W. 

6 

43     38 

11 

53 

30.11 

45 

47 

S.S.W. 

S.W. 

S.W. 

7 

43     26 

15 

50 

30.10 

48 

47 

s.w. 

W.S.W. 

s.w. 

8 

43     01 

19 

18 

30.25 

46 

49 

S.S.W. 

S.  S.  W. 

s.w. 

9 

42     09 

22 

08 

30.45 

46 

55 

s.w. 

S.  S.  W. 

South 

10 

42     00 

24 

32 

30.35 

52 

55 

South 

South 

S.S.W. 

11 

41    42 

26 

08 

30.35 

52 

52 

South 

South 

S.byW. 

12 

41     54 

28 

42 

30.15 

60 

53 

Calm 

North 

N.W. 

13 

42     07 

31 

42 

30.10 

62 

56 

W.N.W. 

West 

W.N.W. 

14 

42     30 

34 

40 

29.82 

62 

54 

N.W. 

North 

N.N.E. 

15 

42    42 

38 

44 

29.50 

52 

50 

N.N.W. 

N.N.W. 

N.W. 

16 

42     52 

42 

02 

29.73 

53 

48 

N.W. 

N.N.W. 

North 

17 

43     14 

46 

03 

29.60 

52 

44 

N.N.E. 

N.N.W. 

N.W. 

18 

43     33 

48 

50 

29.48 

47 

42 

N.N.W. 

North 

19 

43     11 

52 

22 

30.10 

47 

43 

N.N.W. 

W.N.W. 

West 

20 

43     13 

56 

04 

30.10 

51 

46 

W.N.W. 

North 

N.N.W. 

21 

43     17 

59 

32 

29.63 

58 

54 

N.N.W. 

North 

North 

22 

43     21 

64 

20 

29.60 

55 

60 

North 

N.W. 

N.W. 

23 

43     04 

67 

00 

29.80 

51 

57 

N.W. 

W.N.W. 

W.N.W. 

24 

42     41 

70 

19 

30.10 

52 

57 

W.  by  N. 

W.N.W. 

W.N.W. 

25 

42     24 

73 

43 

30.10 

57 

55 

W.N.W. 

W.N.W. 

W.N.W. 

26 

42     06 

77 

00 

30.00 

57 

51 

West 

W.N.W. 

W.N.W. 

27 

42     00 

80 

30 

29.70 

51 

53 

W.N.W. 

W.N.W. 

W.S.W. 

28 

42     01 

84 

25 

29.80 

56 

53 

West 

W.N.W. 

West 

29 

42     03 

87 

16 

29.82 

60 

53 

W.N.W. 

W.N.W. 

W.  N.  W. 

97 


770 


THE  WIND  AND  CUEKENT  CHAKT3. 


Abstract  Log  of  the  Barque  Duchess,  of  Boston — Continued. 


THEB. 

9  a.m. 

WINDS. 

Date. 

Latitude 
at  uoon. 

Longitude 
at  noon. 

Bar. 

Air. 

Water. 

First  part. 

Middle  part. 

Latter  part. 

Dec.    30 

42° 

OS'S. 

91° 

20' E. 

29.60 

57° 

54° 

N.W. 

North 

N.W. 

31 

42 

02 

94 

27 

30.02 

57 

53 

W.N.W. 

West 

W.N.W. 

1854 

54 

Jan.      1 

42 

02 

97 

58 

29.92 

59 

51 

N.N.W. 

N.N.W. 

W.N.W. 

2 

41 

32 

100 

30 

30.13 

54 

56 

West 

N.W. 

North 

3 

41 

44 

103 

35 

30.00 

58 

54 

North 

N.W. 

W.N.W. 

4 

41 

59 

107 

12 

30.10 

57 

64 

N.N.W. 

N.W. 

N.W. 

6 

41 

58 

109 

51 

30.15 

54 

55 

W.N.W. 

West 

West 

6 

42 

05 

112 

07 

30  23 

60 

65 

West 

West 

N.W. 

7 

42 

00 

115 

08 

30.25 

61 

56 

W.N.W. 

West 

West 

8 

42 

00 

118 

17 

30.10 

64 

56 

West 

N.N.W.. 

N.N.W. 

9 

41 

45 

121 

25 

29.78 

59 

57 

N.N.W. 

N.N.E. 

N.N.W. 

10 

41 

45 

124 

39 

29.82 

52 

56 

N.N.W. 

S.W. 

S.W. 

11 

41 

13 

127 

44 

30.08 

57 

59 

s.w. 

S.W. 

S.W. 

12 

40 

42 

130 

52 

30.10 

57 

59 

West 

N.W. 

W.N.W. 

13 

40 

13 

134 

04 

30.05 

59 

69 

N.W. 

W.N.W. 

West 

14 

39 

56 

136 

30 

29.93 

62 

61 

West 

N.N.W. 

N.N.W. 

16 

39 

34 

139 

16 

29.93 

60 

62 

N.N.W. 

N.N.W. 

West 

16 

39 

03 

142 

34 

29.93 

61 

63 

W.N.W. 

W.N.W. 

W.N.W. 

17 

38 

55 

143 

14 

30.15 

61 

64 

W.N.W. 

Calm 

N.W. 

18 

30.10 

68 

Nov.  9.  Brisk  trades  and  pleasant  weather. 

Nov.  10.     Fresh  trades  and  cloudy  weather. 

Nov.  11.  Fresh  trades  and  magnificent  weather. 

Nov.  12.     Brisk  trade-winds ;  ends  fine  ;  all  sail  set. 

Nov.  13.     Calm  weather,  and  fine  breeze  again  from  E. 

Nov.  14.     Commences  pleasant  weather  and  brisk  trades. 

Nov.  15.     Calm  weather ;  ends  pleasant,  and  brisk  breeze. 

Nov.  16.  Pleasant  trades,  with  long  rolling  sea  from  S.  W. 

Nov.  17.     Fresh  breezes  and  passing  clouds. 

Nov.  18.  Fine  breezes,  and  weather  clear. 

Nov.  19.     Fine  breezes,  and  pleasant,  smooth  sea ;  ends  pleasant  and  hazy. 

Nov.  20.     Fresh  breezes  and  hazy ;  at  4  P.  M.,  thick  fog,  with  fine  rain ;  ends  misty  and  moderate. 

Nov.  21.  Moderate,  and  thick  fog,  with  large  sea  from  S.  Several  cape  pigeons  and  albatrosses  about 
ship  ;  through  middle  part,  moderate  and  calm,  and  thick  fog ;  ends  moderate  and  foggy. 

Nov.  22.     Thick  fog  and  fine  rain ;  through  night,  fresh  breezes  and  the  same. 

Nov.  23.  Heavy  gale  from  N.  W.,  with  a  large  sea;  water  very  green;  ends  brisk  breeze  from  W.  S.  W. 

Nov.  24.  Brisk  breezes  with  passing  fog ;  water  very  green ;  ends  dry  weather,  with  passing  clouds 
and  strong  breeze. 


ROUTES   FROM  EUROPE   AND  THE   UNITED   STATES  TO   AUSTRALIA.  771 

Nov.  25.  Cloudy  and  threatening ;  hauled  in  the  studding-sails,  handed  topgallant  sails,  spanker  and 
mainsail,  double-reefed  the  fore  and  main-topsails ;  raining  and  blowing  a  gale ;  large  sea  running.  9  A.  M. 
heavy  squall,  with  rain ;  split  spanker,  unbent  it ;  in  mainsail ;  large  sea  and  cold  weather. 

Nov.  26.  Strong  breezes  and  squally ;  an  ugly  sea  running ;  barque  laboring  heavy.  Ends  brisk 
west  winds,  and  cloudy. 

Nov.  27.    Fresh  breezes  and  cloudy ;  ends  much  the  same ;  heavy  sea  from  west,  and  cloudy. 
Nov.  28.    Strong  N.  W.  winds,  and  quite  pleasant ;  large  sea  from  west ;  vessel  rolling  very  deep  and 
heavy.     Through  night,  fresh  breezes ;  barque  rolling  very  heavy.    Ends  thick  fog  and  brisk  breeze. 

Nov.  29.    Brisk  breeze  and  foggy  weather ;  through  night,  strong  breeze  and  misty  ;  ends  thick  fog, 
with  large,  long  sea,  frequently  from  S.  S.  W.,  making  the  barque  roll  heavy. 
Nov.  30.    Fresh  breezes  and  foggy  weather ;  ends  much  fog,  and  lightning. 

Dec.  1.  Pleasant  weather.  At  3  A.  M.  wind  hauling  to  N.  E.  by  E.,  with  rain,  and  very  cold ;  handed 
royals,  flying  jib,  gaff-topsails,  and  staysails.  7  A.  M.  strong  breeze  with  rain ;  handed  fore-topgallant  sail. 
Ends  same,  rainy,  strong  breeze. 

Dec.  2.  Fresh  breezes  and  fine  rain  ;  largo  sea;  ship  making  considerable  water ;  handed  spanker  and 
main-topsail.  At  8  P.M.  fresh  gale  and  large  sea;  double-reefed  fore  and  main- topsails,  furled  jib;  running 
E.  S.  E.,  in  the  trough,  rolling  and  laboring  heavily. 

Dec.  8.     Moderate  airs  and  large  sea,  with  thick  fog ;  ends  passing  fog  and  brisk  breeze. 
Dec.  4.    Moderate  airs  and  pleasant  weather ;  at  midnight,  clear  and  moderate ;  latter  part,  brisk 
breeze  and  cloudy. 

Dec.  5.  Moderate  airs  and  cloudy ;  through  the  night,  fine  rain  and  moderate  winds ;  ends  same, 
thick  rain,  and  cold  weather. 

Dec.  6.  Pleasant  and  cloudy;  through  the  night,  strong  breezes,  cloudy  and  cold  ;  ends  same,  strono- 
breezes  and  cloudy,  with  large  sea  from  S.  AV. 

Dec.  7.  Commences  fresh  breeze  from  S.  W.,  and  cloudy ;  through  the  night,  strong  breezes  •  ends 
cloudy,  large  sea  from  S.  W. 

Dec.  8.     Fresh  winds ;  at  8  P.  M.  strong  gales  and  squally,  some  hail  and  snow ;  ends  the  same. 
Dec.  9.    Commences  fresh  breezes,  and  large  sea  (water  green).   At  6  P.  M.,  blowing  a  heavy  gale,  with 
fierce  squalls,  hail,  and  snow ;  furled  mainsail  and  jib.     At  10  P.  M.,  blowing  heavy,  vessel  laboring  heavy 
and  shipping  large  quantities  of  water  ;  kept  her  off  east  to  ease  her.    At  4  A.  M.,  moderates ;  large  sea  ; 
wind  south.    Ends  the  same. 

Dec.  10.  Commences  pleasant,  wind  south,  water  very  green ;  through  the  night,  south  winds  and 
clear  weather ;  ends  cloudy  and  brisk  breeze. 

Dec.  11.     Moderate  and  pleasant  weather;  middle,  same,  small  clouds;  ends  pleasant  and  smooth. 
Dec.  12.     Fine,  pleasant,  and  calm  ;  middle,  pleasant ;  ends  same. 
Dec.  13.    Moderate  breeze  and  cloudy,  sea  smooth  ;  ends  same. 


772  THE  WIND  AND   CUKRENT  CHARTS. 

Dec.  14.     Moderate  breeze ;  at  8  P.  M.  hauled  to  north,  brisk  breezes ;  middle,  brisk  breezes  and 
heavy  dew ;  ends  brisk  breeze  and  cloudy. 

Dec.  15.    Fresh  breeze  and  cloudy,  circle  round   the  sun ;  middle,  fine  rain,  bright  circle  around 
the  moon ;  4  A.  M.,  more  moderate,  made  all  plain,  drawing  sails ;  ends  rain  and  strong  gale. 

Dec.  16.     Strong  gale,  large  sea ;  middle,  more  moderate,  rolling  very  heavily ;  ends  strong  breezes 
and  cloudy. 

Dec.  17.     Fresh  gales  ;  middle,  heavy  gale,  and  large  sea ;  ends  fresh  gale,  heavy  sea,  and  fog. 

Dec.  18.     Commences  fresh  breezes ;  ends  cloudy. 

Dec.  19.     Strong  breeze ;  ends  cloudy. 

Dec.  20.     Moderate  and  clear ;  ends  strong  breeze  and  clear. 

Dec.  21.     Begins  with  strong  breeze,  clear  weather ;  ends  much  rain  and  wind. 

Dec.  22.     Strong  breeze.    Through  the  night,  fresh  gales,  rainy,  and  fog ;  large  sea ;  shipping  consider- 
able water.    Ends  fresh  gales,  large  sea. 

Dec.  23.     Strong  breeze,  large  sea ;  middle,  squally,  with  rain  and  hail ;  ends  strong  breezes  and 
passing  clouds. 

Dec.  24.    Strong  breeze,  with  frequent  squalls ;  at  9  P.  M.,  a  very  heavy  squall,  with  cutting  rain  and 
hail ;  ends  very  cloudy,  with  an  occasional  squall. 

Dec.  25.    Thick  rain  and  strong  breezes. 

Dec.  26.    Fine,  pleasant  day,  nice  breezes,  &c. 

Dec.  27.    Brisk  breezes;  at  midnight,  thick  rain  and  ugly  sea;  ends  same. 

Dec.  28.     Brisk  breeze ;  middle,  squally,  with  rain  and  hail ;  latter  part,  fresh  breeze  and  large  sea. 

Dec.  29.     Fine  weather ;  ends  same. 

Dec.  30.     Fine  weather ;  middle,  strong  breeze,  thick  weather ;  ends  strong  breeze. 

Dec.  31.     Pleasant  and  moderate;  ends  same. 

January  1,  1854.     Moderate  and  pleasant;  through  the  night,  thick  and  rainy;  ends  fresh  breezes. 

Jan.  2.     Pleasant  and  moderate ;  middle,  moderate  and  foggy ;  N.  N.  E.  current. 

Jan.  3.     Moderate  breeze,  and  foggy,  misty  weather  ;  ends  moderate  and  misty. 

Jan.  4.     Moderate  and  thick  fog,  smooth ;  night  clear  and  pleasant ;  6  A.  M.,  thick  fog  and  brisk  breeze. 

Jan.  5.     Moderate  and  thick  fog ;  middle,  clear  and  pleasant ;  ends  moderate. 

Jan.  6.    Pleasant ;  through  the  night,  clear  and  pleasant. 

Jan.  7.     Moderate  and  fine  ;  ends  moderate  and  cloudy. 

Jan.  8.     Very  moderate ;  latter  part,  brisk  breeze  and  cloudy. 

Jan.  9.    Brisk  breezes  and  cloudy ;  ends  foggy. 

Jan.  10.    Fine  rain,  and  moderate ;  ends  fresh  breeze,  with  frequent  hail  squalls. 

Jan.  11.    Fine  breezes  and  puffy ;  ends  fine  and  passing  clouds. 

Jan.  12.    Fine  breeze  and  cloudy;  middle,  fresh  breezes;  ends  strong  breezes. 


ROUTES  FROM   EUROPE  AND  THE  UNITED  STATES  TO   AUSTRALIA.  773 

Jan.  13.    Fine,  strong  breeze,  and  cloudy;  ends  moderate. 

Jan.  14.     Commences  moderate  and  pleasant;  ends  squally. 

Jan.  15.    Fresh  breeze ;  middle,  moderate  and  pleasant ;  ends  pleasant  and  smooth. 

Jan.  16.     Commences  fine  breeze  and  cloudy ;  ends  pleasant. 

Jan.  17.     Commences  pleasant;  ends  moderate. 

Jan.  18.  Commences  moderate  breezes  from  west;  2  P.M.,  made  Cape  Otway,  bearing  east.  18  miles; 
8  P.  M.,  the  light  bearing  N.  E.  14  miles ;  calm  all  night. 

Jan.  19.  Pleasant ;  tacking  to  windward  all  night ;  at  5  P.  M.  came  to  anchor  off  Hobson's  Bay.  Thus 
ends  a  passage  of  122  days. 


774 


THE  WIND  AND  CUREENT  CHARTS. 


Abstract  Log  of  the  Ship  Malay  (Sam'l  HUTCHINSON,  Jr.).     From  off  St.  Roque  to  Hobart  Town,  1853. 


THER.  9  A.  M. 

WINDS. 

Date. 

Latitude 
at  noon. 

Longitude 

at  noon. 

Currents. 
(Knots  per  hour.) 

Bar. 

Air. 

Water. 

First  part. 

Middle  part. 

Latter  part. 

Nov.  22 

6°06'  S. 

33°17'  W. 

23,  S.  W.  I  W. 

29.88 

82° 

79° 

S.E.JS. 

to 

S.E.byE.JE. 

23 

8  42 

32  57 

10,  Westerly 

29.90 

82 

80 

S.E.byE. 

E.S.E. 

E.|S. 

24 

11  34 

33  12 

29.92 

81 

791 

E.S.E. 

S.E. 

S.E.byE. 

25 

14  39 

33  31 

5,  N  W.  f  W. 

29.95 

79J 

79* 

S.E. 

to 

E.S.E. 

26;i8  08 

33  25 

13,S.byE.iE. 

28.96 

80 

77 

S.E.byE. 

E.S.E. 

E.S.E.iE. 

27 

20  27 

33  12 

N.N.E.byN.iE. 

29.95 

81 

77 

E.S.E. 

E.iS. 

E.iS. 

28 

22  05 

32  52 

15,  K.  by  E. 

29.98 

82 

77 

E.iS. 

E.  by  N. 

E.byN. 

29 

23  44 

32  34 

10,  N.  by  E. 

29.98 

82 

76 

E.N.E. 

E.N.E. 

E.N.E. 

80 

25  52D.E. 

32  16 

29.88 

731 

73 

E.N.E. 

E.  by  S. 

E.JS. 

Dec.     1 

28  57 

32  19 

- 

29.98 

71 

69 

East 

S.  E.  by  E. 

E.S.E.  IE. 

2 

31  10 

32  29 

3,  S.W.JW. 

29.93 

66 

66 

S.E. 

S.E.byE. 

j  E.S.E. to 
\    S.byW. 

3132  06 

32  14 

12,  North 

29.78 

67 

66 

E.S.E. 

East 

Calm 

4:32  28 

30  27 

24,  N.  by  E.  i  E. 

29.80 

73 

67 

South 

S.S.E. 

N.N.E. 

5 

33  26 

29  30 

5,  East 

29.85 

75 

65 

Calm 

N.E. 

N.N.E. 

6 

36  08 

26  00 

29.47 

58 

61 

N.N.E. 

N.  by  W. 

j   N.N.W., 
\  S.W.byW. 

7 

38  02 

23  36 

(   79,  N.N. E., 
1       in  2  days 
33,  N.byE. 

29.63 

54 

59 

S.W. 

S.W. 

S.W. 

8  39  14 

20  47 

29.90 

54 

58 

S.S.W. 

S.  by  W. 

S.W.byS. 

9  40  33 

17  57 

16,  N.E.I  E. 

29.80 

55j 

53J 

w.s.w. 

W.  N.  W. 

N.N.E. 

10 

42  45D.E. 

13  36D.E. 

29.16 

55 

52 

(  N.N.E. 
1   toN.E. 

N.  N.  E. 
to  N.E. 

N.N.E. 

11 

44  21D.E. 

9  47D.E. 

(  29.20 

1  28.96 

28.92 

48 

46 

N.W.byW. 

N.N.W. 

North 

12 

45  06D.K. 

7  02D.E. 

46 

48 

N.  by  W. 

N.N.W. 

Calm 

13 

45  88D.K. 

2  58D.E. 

j  28.92 

1  29.28 

44 

45 

W.N.W. 

S.W.byW. 

W.S.W. 

14 

45  38 

1  07  E. 

33,N.N.W.|W. 

29.48 

46 

44| 

W.S.W. 

.W.N.W. 

N.W. 

15 

46  27D.E. 

5  30D.E. 

29.28 

39 

43 

N.  W.  to 

■,  N.N.E. 

w.  s.  w. 

N.W.,S.W. 

W.S.W, 

16 

46  24 

10  57 

1   55,  N.N. E., 
1       in  2  days 

29.30 
29.12 

47 

45 

(  W.byN., 
1  W.N.W. 

N.N.W. 
to  N.  W. 

17 

46  50 

15  43 

23,  N.  W. 

j  28.96 
1  29.18 

29.38 

43 

42 

N.W.byW. 

West 

W.S.W. 

18 

47  31 

19  59 

8,  N.  E.  1 E. 

44 

42 

(  W.S.W., 
1     S.W. 

W.S.W., 
N.W. 

N.W.  to 

N.N.E. 

19 

48  12D.E. 

25  08 

28.37 

40 

39 

N.N.E.,N.E. 

N.N.E. 

j     N.  W., 
1  W.N.W. 

20 

48  49 

30  20 

27,W.JS.,2dy's 

29.20 

38 

37 

w.,w.s.w. 

W.S.W. 

W.S.W. 

21 

48  45 

35  24 

3,W.S.W.iW. 

29.40 

38 

36J 

w.s.w. 

j  W.  S.  w. 
1     to  W. 

W.toS.W. 

22 

48  57 

41  28 

5,  S.W.JW. 

29.52 

34 

38 

j  W.S.W., 

1     S.W. 

W.S.W. 

W.S.W. 

23 

49  06 

46  34 

29.49 

38 

37 

w.  s.  w. 

w.s.w.,w. 

■  N.W.  by  N. 

24 

48  59 

52  09 

12,  S.byW. 

j  29.28 
1  29.60 

39J 

37 

North 

N.W.byW. 

W.N.W, 

to  W. 

25 

48  08D.E. 

57  41D.E. 

29.39 

43| 

40J 

W.toN. 

N.  to  N.W. 

N.W.byW. 

26 

47  27 

62  16 

J  40,3W.byW. 
)  I  W..  in  2  dVs 

29.24 

43 

40 

N.W.byW. 

W.  by  N. 

W.  by  N. 

KOUTES  FROM  KUROl'E  AND  THE  UNITED  STATES  TO   AUSTRALIA. 


775 


Abstract  Log  of  the  Ship  Malay- 

-Continued. 

Da 

to. 

Latitude 
at  noon. 

Longitudc 
at  noon. 

Currents. 
(Knots  per  hour.) 

Bar. 

THEE.  9  A.  M. 

WINDg. 

Air. 

Water. 

First  part. 

Middle  part.        Latter  part. 

Dec. 

27  46°33'S. 

2846  06 

29  45  37D.R. 

30*45  51D.R. 

68°12'  E. 

73  39 

79  14D.R. 

84  20D.R. 

29.30 

29.49 

29.00 

(  2.8.98 

\  29.25 

46° 
44 

49 
48 

40° 

42 

45 

49 

West 

West 
W.toN.W. 
j  W.N.W., 
1    N.W. 

W.  by  S. 

West 

N".  W.  to  N. 

N.W.byW. 

W.  by  S. 
W.S.W. 

N.  to  N.W. 

West 

3145  41D.R. 

88  20D.R. 

j  29.60 
1  29.50 

j  29.33 
1  29.62 
j  29.73 
1  29.67 

49 

47 

W.byS. 

W.N.W. 

N.W.toN. 

1854 
Jan.      1 

2 

45  41 
45  35 

94  00 
98  05 

9,  N.byKJE. 

48 
50 

46 
481 

North 

w.  s.  w. 

j     N.W., 
1  W.N.W. 
j  W.S.W., 
1  W.N.W. 

W.  by  S. 

North 

3 

45  42D.R. 

103  28D.R. 

j  29.50 

1  29.52 

29.70 

55 

49 

KN.E. 

N.  by  W. 

N.  W.  by  W. 

4 

45  41D.R. 

108  33D.R. 

54 

49 

KW. 

W.N.W. 

W.N.W. 

5 

45  43 

112  41 

20,  E'ly,  in  3  d'ys 

29.97 

57 

48J 

West 

(W.byS.,        ^ 
jW.byN.I        ^^^* 

6 

45  49 

118  34 

29.85 

56 

52 

W.KW. 

j  W.N.W., 

\     N.W. 
West 

N.W. 

N.  by  E. 

W.N.W. 

7 

8 

9 

10 

45  07 
44  3.2 
44  16 
44  01 

124  32 

128  44 
133  18 
138  59 

13,KE.byE.p. 
5,  South 

29.70  53 

29.95  52 
29.98  55 
29.66  57 

52 
52 
53 
54 

W.  by  N. 

W.S.W. 

West 

N.byE. 

W.  by  S. 

W.  by  S. 

North 
N.  by  E. 

11 

43  48D.R. 

142  46 

29.38  58 

55J 

KN.E. 

N.  by  E. 

j  W.N.W. 
t      toW. 
W.  to  S.  W. 

12 

S.W. 

S.W. 

Nov.  22.  Light  breezes ;  passed  about  12  miles  west  of  Fernando  de  Noronha. 
Nov.  28.  Light  breezes ;  passed  about  12  miles  west  of  Fernando  de  Noronha. 
Nov.  24.    Light  breezes  first  part ;  afterwards,  fresh  breezes. 

Nov.  25.    Latter  part,  puffy  weather,  with  smart  squalls;  split  flying  jib  and  mizzen  royal. 
Nov.  26.     Moderate  and  pleasant. 
Nov.  27.    Middle  and  latter  parts,  very  light. 
Nov.  28.    Yery  light  breezes ;  heavy  S.  S.  E.  swell ;  lost  the  trades. 
Nov.  29.     Very  light  breezes. 

Nov.  30.     Very  light  breezes ;  latter  part,  fresh,  with  squally,  rainy  weather. 
Dec.  1.     Fresh  gales,  with  rain  ;  under  double-reefed  topsails  for  three  hours. 
Dec.  2.     Light  breezes,  cloudy ;  heavy  swell  southeastward. 
Dec.  3.    Very  light  airs,  cloudy  weather ;  latter,  pleasant. 
Dec.  4.     Rolling  southwesterly  swell. 
Dec.  5.    Latter  part,  a  light  breeze,  with  fine  weather. 

Dec.  6.     At. 4  A.  M.,  squally,  rainy  weather,  with  strong  wind;  in  light  sails;  single-reefed  topsails. 
At  9,  wind  hauled  quickly  to  W.S.  W.,  and  stopped  raining.   Ends  with  strong  S.  W.  winds,  cloudy  weather. 


776  THE  WIND  AND  CUBRENT  CHARTS. 

Dec.  7.  Daring  this  day,  strong  gales,  with  very  hard  squalls,  and  a  heavy  cross  sea  from  N.  W.  to 
S.  W. ;  double-reefed  topsails,  and  reefed  mainsail. 

Dec.  8.    4  P.  M.,  made  all  sail ;  heavy,  long  swell  from  W.  S.  W. 

Dec.  9.     First  and  middle  parts,  light  airs;  latter  part,  strong  winds;  water,  at  noon,  52°. 

Dec.  10.  At  8  P.  M.,  took  in  light  sails;  at  midnight,  double-reefed  topsails  ;  at  2  h.  30  min.,  took  in 
mainsail ;  at  5,  close-reefed,  blowing  a  very  hard  gale,  cutting  rain,  considerable  sea. 

Dec.  11.  Commences  with  moderate  winds;  at  sunset,  all  light  sails  set;  8  A.  M.,  in  light  sails;  noon, 
close  reefed.    Weather  squally  and  threatening,  a  strong  northerly  wind. 

Dec.  12.     Commences  fresh  N.  E.  gales  ;  thick,  rainy  weather  ;  latter  part,  very  light  air. 

Dec.  13.  First,  light  airs;  middle,  fresh,  with  squalls;  latter,  fresh,  with  foggy  weather;  cloudy 
throughout.    Saw  kelp. 

Dec.  14.     Light  breezes  and  foggy  weather.     Longitude  and  latitude  taken  indifferently. 

Dec.  15.  First  and  middle,  moderate  breeze  and  foggy;  latter,  fresh  and  rainy,  wind  rising.  Longi- 
tude taken  indifferently. 

Dec.  16.     IP.  M.,  double-reefed  ;  8  P.  M.,  light  sails  set;  latter  part,  light  airs  and  clear. 

Dec.  17.  During  this  day,  moderate  breezes,  with  fresh  squalls;  also  fog  and  rain.  Latitude  taken 
indifferently. 

Dec.  18.     During  this  day,  light  breezes  and  cloudy.     Saw  sperm  whales. 

Dec.  19.  8  P.  M.,  double-reefed  topsails ;  at  12,  reefed  foresail ;  at  9  A.  M.,  close-reefed  topsails ;  ends 
with  a  furious  gale,  heavy  swell.    Saw  right  whales. 

Dec.  20.  Commences  with  a  severe  gale ;  at  6  P.  M.,  let  reefs  out  to  avoid  the  sea  ;  ends  with  fresh 
winds,  heavy  westerly  swell. 

Dec.  21.  Light  breezes,  with  frequent  snow  squalls.  Passed  an  iceberg ;  air,  1°  colder ;  no  change  in 
water.     Shall  go  no  further  south,  as  my  crew  are  not  suitably  provided. 

Dec.  22.     Fresh  breezes,  with  frequent  snow  squalls.     Put  a  man  in  irons  for  refusing  duty. 

Dec.  23.  First  and  middle  parts,  light  breezes,  with  snow  squalls ;  ends  fresh  winds,  cloudy,  blowing 
weather.    Latitude  taken  indifferently. 

Dec.  24.  Strong  winds  and  rain ;  middle,  fresh  breezes  and  foggy ;  latter  part,  light  breezes  and  foggy. 
Passed  kelp — also  a  kind  of  diving  water-fowl. 

Dec.  25.     Moderate  and  foggy ;  middle  and  latter  parts,  fresh  breezes,  thick  fog ;  ends  rain. 

Dec.  26.     Fresh  breezes,  with  very  thick,  heavy  fog ;  latter  part,  light. 

Dec.  27.     Strong  breezes ;  fine  weather ;  squalls  occasionally ;  considerable  sea. 

Dec.  28.    Fresh  breezes,  with  squalls ;  middle  and  latter  parts,  more  moderate,  with  cloudy  weather. 

Dec.  29.  Light  and  cloudy ;  middle  and  latter  parts,  strong  winds,  and  rainy  weather ;  at  noon,  wind 
moderated  down  at  once,  and  stopped  raining. 

Dec.  30.  Light  breezes,  and  pleasant;  middle  part,  moderate  and  rainy,  with  fresh  squalls;  latter 
part,  fresh  gales,  with  squalls,  heavy  sea  running. 


ROUTES   FROM   EUROPK   AND  THE   UNITED   STATES  TO  AUSTRALIA.  777 

Dec.  31.  First  part,  fresh  breezes  and  squally;  middle  and  latter  parts,  very  light  and  cloudy.  At 
10  A.  M.  more  albatrosses  around  than  in  all  the  two  weeks  before. 

January  1,  1854.  Strong  winds,  and  rainy ;  middle,  moderate  and  foggy ;  latter  part,  fresh  breezes 
and  cloudy. 

Jan.  2.  First  and  middle,  very  light  breezes ;  cloudy  weather ;  saw  kelp ;  also  several  whales.  Latter 
part,  fresh  winds  and  cloudy  weather. 

Jan.  3.    Moderate  breezes  and  fine  rain  for  first  and  middle  parts ;  latter,  thick  fog. 

Jan.  4.     First  and  middle,  fresh  breezes  and  fog ;  latter  part,  very  light  breezes,  with  thick  fog.     Kelp. 

Jan.  5.     First  part,  calm  ;  middle  and  latter  parts,  moderate  breezes,  fine  weather.    Saw  much  kelp. 

Jan.  6.  Moderate  and  pleasant ;  middle  and  latter,  strong  winds  and  cloudy,  considerable  sea.  Spoke 
ship  Wilson,  98  days  from  England  for  Melbourne.     Saw  kelp. 

Jan.  7.  Fii-st  and  middle,  strong  winds  and  cloudy ;  latter  part,  moderate  breezes  and  fine  weather; 
•heavy  westerly  swell.     Considerable  kelp. 

Jan.  8.  First  and  middle,  moderate  breezes  and  hazy  weather ;  latter  part,  light  breezes  with  fine 
weather.     Saw  much  broken  kelp. 

Jan.  9.  Light  breezes  and  fine  weather ;  middle,  light  breezes,  with  cloudy  weather ;  latter  part,  strong 
winds  and  cloudy.    Broken  kelp. 

Jan.  10.    During  this  day,  strong  winds,  with  hazy  weather.    Saw  broken  kelp. 

Jan.  11.  First  and  middle  parts,  strong  winds,  with  very  hazy  weather;  single-reefed  topsails;  wind 
suddenly  died  away,  and  hauled  to  "W.  N.  W. ;  in  less  than  an  hour,  was  back  to  north,  very  light ;  heavy 
swell ;  cloudy  weather ;  out  all  reefs. 

Jan.  12.  In  a  thick  rain  the  wind  hauled  suddenly  to  S.  "W. ;  commenced  blowing  fresh ;  at  4  A.  M., 
S.  W.  Cape  bearing  about  N.  E.  by  N. ;  at  noon,  Three  Hillock  Point  W.  }  N.,  Tasman's  Head  N.  E.,  Pedro 
Blanco  S.  by  E. ;  at  6  P.  M.  took  a  pilot;  at  7\,  anchored  in  Hobart  Town. 

• 

Ship  Nightingale  (J.  B.  Fisk),  from  off  St.  Eoque  to  Australia. 
Nov.  27,  1852.    Lat.  7°  24'  S. ;  long.  32°  08'  W.    Wind:  S.  E. ;  weather  pleasant. 
Nov.  28.    Lat.  10°  55'  S.;  long.  3i°  30'  W.    Winds :  S.  E.  to  E. ;  made  sail  as  required  ;  pleasant. 
Nov.  29.     Lat.  13°  19'  S. ;  long.  30°  00'  W.     Winds :  S.  E.  to  E. ;  pleasant;  all  sail  set. 
Nov.  30.    Lat.  14°  49'  S. ;  long.  29°  44'  W.    Winds :  S.  E.  to  E.  N.  E. ;  light  winds,  and  baffling. 
Dec.  1.    No  observation ;  156  miles  distance ;  course,  S.  E.    Winds :  E.  N.  E.  to  N.  E. 
Dec.  2.    Lat.  18°  05' ;  long.  25°  42',    Winds :  E.  N.  E.  to  N.  E. ;  first  part,  pleasant ;  latter,  squally. 
Dec.  3.    Lat.  19°  48' ;  long.  22°  54'.    Winds :  E.  N.  E.  to  N.  E.;  weather  in  general,  good. 
Dec.  4,    No  observation ;  distance,  246  miles.     Wind :  N.  E. ;  strong  winds,  thick  and  cloudy,  and 
rain  at  intervals. 

Dec.  5.     Lat.  23°  12';  long.  15°  17'.     Wind:  N.  E. ;  strong  winds;  at  times  squally  and  rainy. 
■98 


778  THE  WIND  AND  CURRENT  CHARTS. 

Dec.  6.     No  observation ;  distance,  180  miles  ;  course,  S.  E.  by  S.  |  S.     "Winds :  N.  E.  to  E.     Com- 
mences strong  N.  E. ;  latter  part,  calm.     Wind :  N.  N.  "W. 

Dec.  7.    No  observation ;  distance,  142  miles,  S.  S.  E.     Winds :  S.  S.  W.  to  S.  E. ;  variable,  squally, 
and  rainy. 

Dec.  8.    Lat.  30°  41'  S. ;  long.  12°  39'  W.     Wind :  S.  E.  mostly ;  strong  gales ;  one  reef  in  topsails, 
standing  southerly. 

Dec.  9.     Lat.  33°  52';  long.  12°  12'  W.     Winds:  S.E.  to  E.S.  E.     Commences  strong  breezes;  ends 
light. 

Dec.  10.    Lat.  35°  49'  S.;  long.  10°  01'  W.     Winds:  E.  by  S.  to  E.;  gentle  and  pleasant. 

Dec.  11.    Lat.  37"  55'  S. ;  long.  6°  W  W.     Winds :  N.  E.  to  N.  N.  E. ;  gentle  and  pleasant. 

Dec.  12.    Lat.  39°  40'  S. ;  long.  1°  07'  W.   Winds:  N.  N.  E.  to  N. ;  at  times,  squally ;  distance,  263  miles. 

Dec.  13.    No  observation ;  186  miles  distance ;  course,  S.  E.  by  E.    Winds :  N.  W.  to  W.  S.  W. ;  weather 
generally  good. 

Dec.  14.    Lat.  39°  57'  S. ;  long.  5°  00'  E.     Winds  :  S.  W.  to  W,  S.  W.;  weather,  generally  good. 

Dec.  15.     Lat.  40°  13'  S. ;  long.  8°  32'  E.     Winds :  W.  S.  W.  to  W.  N.  W. ;  winds  light ;  all  sail  set. 

Dec.  16.     Lat.  40°  00'  S. ;  long.  13°  15'  E.    Winds:  N.  W.  and  W.  N.  W. ;  generally  good  weather. 

Dec.  17.    No  observation  ;  278  miles  distance  ;  course,  S.  E.  J  E.,  N.  W.  by  W.  to  S.  S.  W.     From 
royals  to  double  reefs ;  ends  strong  gales. 

Dec.  18.     Lat.  40°  36'  S. ;  long.  23°  45'  E.     Winds :  S.  S.  W.  and  N.  W.     Commences  strong  gales ; 
ends  light  winds,  S.  S.  W. 

Dec.  19.     Lat.  41°  07'  S. ;  long.  27°  38'  E.    Winds  :  W.  to  N.  E.     Commences  westerly  ;  ends  N.  E., 
all  sail  set. 

Dec.  20.    Lat.  42°  14'  S. ;  long.  32°  18'  E.    Wind  :  N.  by  E. ;  all  these  24  hours  fresh  breezes  and 
pleasant. 

Dec.  21.     No  observation;  distance,  120  miles,  S.E.    Winds*  N. N. E.  to  N.  W.    Commences  cloudy; 
latter  part,  foggy,  very  thick. 

Dec.  22.    No  observation ;  distance,  140  miles  S.  E.    Wind :  N.  E.  by  E. ;  all  these  24  hours,  light  winds. 

Dec.  23.     No  observation;  distance,  169  miles  S.  E.  by  S.    Winds:  E.  N.  E.  to  N.  W.    Commences 
thick  fog ;  latter  part,  strong  N.  W.  gales. 

Dec.  24.     Lat.  44°  58' S. ;  long. 47°  00' E.    Wind:N.W.    From  royals  to  double  reefs;  rolling  heavy. 

Dec.  25.     No  observation.     Wind  :  N.  W. ;  strong  gales  ;  took  in  and  made  sail  as  required. 
.    Dec.  26.    No  observation.    Long.  57°  17' E.  (D. E.),  220  miles  distance.    Wind:  N.W.  to N.;  all  these 
24  hours,  weather  more  moderate,  thick. 

Dec.  27.    Lat.  44°  58'  S. ;  long.  62°  30'  E.     Wind :  north.     Commences  gentle ;  ends  strong. 

Dec.  28.    Lat.  45°  17'  S.;  long.  68°  13'  E.    Wind:  N.  N.  E.  mostly;  latter  part,  wind  canted  to 
southerly  board. 


ROUTES  FROM   EUROPE  AND  THE  UNITED  STATES  TO  AUSTRALIA.  TTST 

Dec.  29.  Lat.  4q#  19'  S.;  long.  71°  58'  E.  Wind:  S.  W.toKE.;  wind  from  S.W.  first  part;  latter 
part,  N.  E. 

Dec.  30.  Lat.  45°  29'  S.;  long.  76°  54'  E.  Wind:  K  W.  mostly.  Commences  light  and  variable; 
latter  part,  strong  northerly. 

Dec.  31.    Lat.  45°  31'  S. ;  long.  83°  40'  E.   Wind :  north ;  strong  northerly  winds;  distance,  290  miles. 

Jan.  1.  No  observation.  Long.  89°  10'  E.  (D.  E.).  Wind :  K  J  W. ;  all  these  24  hours,  fresh  northerly 
winds. 

Jan.  2.    Lat.  44°  31' S. ;  long.  94°  15' E.    Winds:  K  to  N.W.    Commences  strong ;  ends  light. 

Jan.  3.    Lat.  44°  03'  S. ;  long.  100°  03<  E.    Wind:  N.  W.    Commences  gentle ;  ends  strong. 

Jan.  4.  Lat.  44°  20'  S. ;  long.  105°  18'  E.  Winds :  N.  N.  W.  to  W.  N.  W.  Commences  strong ;  ends 
more  moderate. 

Jan.  5.     Lat.  43°  06'  S. ;  long.  110°  37'  E.  Winds :  W.  to  N.  W.  mostly ;  strong  gales  all  these  24  hours. 

Jan.  6.     Lat.  42°  20'  S. ;  long.  115°  16'  E.    Winds  :  W.  to  W.  N.  W. ;  mostly  strong  gales  and  hazy. 

Jan.  7.  Lat.  41°  56'  S. ;  long.  121°  02'  E.  Winds  :  W.  N.  W.  to  K  N.  W.;  all  these  24  hours,  strong 
gales. 

Jan.  8.  Lat.  41°  30'  S.;  long.  126°  55'  E.  Winds:  K  W.  to  K  Commences  strong  gales  and  clear; 
ends  rainy. 

Jan.  9.    Lat.  41°  54' S.;  long.  130°  06' E.    Winds:  N.  to  S;  Commences  strong;  ends  light,  wind  south. 

Jan.  10.  Lat.  40°  44'  S. ;  long.  131°  40'  E.  Winds:  S.toK  Commences  light  southerly ;  ends  light 
northerly. 

Jan.  11.    Lat.  40°  56'  S. ;  long.  135°  10'  E.    Winds :  N.  to  N".  W. ;  all  these  24  hours,  light  winds. 

Jan.  12.    Lat.  41°  55'  S. ;  long.  138°  00'  E.    Winds :  N.  E.  to  E. ;  winds  variable  from  eastward. 

Jan.  13.    Lat.  44°  04'  S. ;  long.  142°  00'  E.    Winds :  N.  N.  E.  to  N. ;  squally  weather ;  heavy  sea. 

Jan.  14.  Lat.  44°  36'  S. ;  long.  147°  00'  E.  Winds :  N.  to  K  W. ;  wind  variable ;  making  good  head 
way,  220  miles  distance. 

Jan.  15.    Lat.  44°  01'  S. ;  long.  148°  45'  E.    Winds :  N.  N.  W.  to  W. ;  baffling  and  light. 

Jan.  16.    Lat.  41°  34'  S. ;  long.  151°  13'  E.    Winds :  W.  S.  W.  to  N.  W.  by  W. 

[On  her  last  trip,  the  abstract  of  which  has  not  yet  come  to  hand,  this  ship  went  as  far  south  as  57°, 
and  made  the  best  run  that  has,  as  far  as  I  know,  been  yet  made  between  the  parallel  of  St,  Eoque  and 
Australia.] 

A  correspondent  has  sent  me  the  following  account  of  the  Flying-Scud's  passage  from  New  York  to 
Australia,  said  to  be  copied  from  the  Melbourne  Argus.  I  have  not  yet  received  her  abstract  log,  and,  there- 
fore, cannot  certify  as  to  the  correctness  of  her  surgeon's  statements.  I  have  no  doubt  that  those  "  brave 
west  winds"  of  the  extra-tropical  south  are  capable  of  giving  a  speed  to  canvas,  for  days  together,  that  has 
never  yet  been  attained,  out  upon  the  ocean  and  for  an  equal  length  of  time,  by  steam.  But  there  seems 
to  be  a  mistake  as  to  the  incredible  run  of  6,420  nautical  miles,  of  Mr.  Stratford,  in  16  days.     According  to 


780  THE  WIND  AND  CURRENT  CHARTS. 

him,  the  ship  went,  in  16  days,  from  lat.  45°  47'  S.  and  long.  32°  6'  E.  to  lat.  42°  30'  S.  and  long.  139°  E. 
The  distance  between  these  two  positions  is  about  4,620  miles,  which  was  probably  made  6,420  by  a  slip  of 
the  pen.  I  have  not  the  log,  and  therefore  cannot  speak  as  to  the  distance  actually  run,  for  I  know  nothing 
as  to  the  detour  which  the  track  of  the  ship  may  make  from  a  rhumb-line  on  the  chart ;  but,  with  fair  winds 
a  detour  of  1,800  miles  in  4,620 — 38  per  cent. — would  be  very  extraordinary.  But,  admitting  a  mistake 
here,  the  other  statements  are  interesting,  for  they  are  another  practical  illustration  as  to  the  time  which 
vessels  save  on  this  voyage  by  going  south  of  the  Admiralty  route : — 

Copied  from  Melbourne  Argus,  Dec.  2,  1853. 
Arrival  of  the  Flying-Scud.— The  clipper  ship  Flying-Scud,  Captain  W.  H.  Bearse,  one  of  E.  W.  Came- 
ron's celebrated  Pioneer  Line  of  Australia  Packets,  sailed  from  New  York  with  one  hundred  and  forty 
passengers,  on  Thursday,  September  28,  crossing  the  Gulf  Stream  with  a  strong  northerly  breeze  on  the  30th 
of  September.     At  8  P.  M.  the  ship  was  struck  with  lightning.     The  first  flash  struck  the  ship  forward, 
knocking  down  several  men ;  one  man  was  brought  into  the  cabin  incapable  of  standing  from  the  shock, 
from  which,  however,  he  recovered  in  a  short  time.    All  felt  their  legs  go  from  under  them,  and  their  nerves 
were  greatly  influenced  by  the  electricity.     The  second  flash  struck  the  ship  abaft  the  main  and  mizzen- 
mast ;  this  also  knocked  down  most  of  the  hands  on  deck,  and,  curious  to  observe,  it  had  a  great  effect  upon 
the  compass.     When  first  observed,  the  needle  revolved  with  great  velocity,  and  this  continued  for  some 
time ;  when  it  ceased,  the  compasses  were  found  to  be  considerably  changed,  and  it  was  afterwards  dis- 
covered that  they  varied  five  points  to  the  eastward  of  their  true  bearing,  which,  after  a  lapse  of  five  or  six 
days,  diminished  to  three  points.     These  facts  were  clearly  proved  by  the  position  of  the  sun  and  the  bear- 
ing of  the  north  star.     Iq  consequence  of  this  derangement  of  the  compasses  (five  in  number),  it  was  neces- 
sary to  lay  the  ship  to  under  close-reefed  topsails  for  eighteen  hours,  although  the  wind  was  perfectly  fair, 
and  the  ship  might  have  run  one  hundred  and  fifty  miles  at  least.     It  would  appear  that  the  lightning 
struck  the  mizzenmast  and  descended  by  the  lightning-rod  to  the  channels.     The  wind  appeared  to  blow 
the  copper  wire  of  the  rod  against  the  chains,  and  here  it  was  conducted  through  the  bolt  into  the  interior 
of  the  ship,  where  it  magnetized  a  large  quantity  of  iron  and  steel  implements  which  were  in  the  afterhold. 
To  prove  that  these  were  the  seat  of  attraction,  Captain  Bearse  placed  a  compass  in  all  parts  of  the  ship. 
The  influence  varied  in  different  places.     On  the  topgallant-forecastle,  the  compass  seemed  somewhat  to 
return  to  its  proper  bearing ;  abaft  the  mainmast,  the  influence  was  much  stronger ;  and  in  the  after  part  of 
the  ship  it  was  most  potent.     Placed  upon  the  cabin  floor,  the  compass  still  revolved  with  considerable 
velocity.     On  a  board  placed  ten  feet  out  upon  the  larboard  side  of  the  ship,  the  compass  was  found  to 
become  nearly  correct ;  by  this  means  the  true  course  of  the  ship  was  found.     The  influence  above  men- 
tioned prevailed  during  most  of  the  passage,  until  the  7th  December,  in  lat.  43°  45'  S.  and  long.  110°  15'  E., 
where  the  compasses  seemed  to  become  more  correct,  being  found  to  vary  but  |  of  a  point  to  the  eastward. 
It  is  also  worthy  of  notice,  that  in  this  region  several  claps  of  thunder  and  lightning  were  observed,  and 
that  these  were  followed  by  thick  foggy  weather,  which  precluded  the  possibility  of  any  observation  for  four 


ROUTES  FROM  EUROPE  AND  THE  UNITED  STATES  TO  AUSTRALIA.  781 

days.  When  this  was  obtained,  the  ship  was  found  to  be  150  miles  to  the  southward  of  her  true  course  in 
consequence  of  steering  by  the  compass,  supposing  it  to  possess  the  same  variation  which  has  just  been 
mentioned ;  but,  when  observation  was  obtained,  the  compass  was  found  to  have  returned  to  its  true  bearing, 
and  thus  was  the  course  of  the  ship  deranged,  and  her  voyage  unnecessarily  protracted.  On  the  first  of 
October,  after  the  true  bearing  of  the  compasses  had  been  discovered,  sail  was  made  with  a  northerly  wind, 
and  the  ship  reached  the  region  of  the  northeast  trades  on  the  12th  October,  but  found  only  light  airs  and 
baffling  winds  from  southward  and  eastward.  The  southeast  trades,  however,  were  reached  on  the  23d  of 
October,  in  lat.  5°  18'  N.  and  long,  30°  27'  W.;  there  found  strong  whole-sail  breezes,  and  kept  with  the 
ship  until  Sunday,  November  5,  in  lat.  27°  41'  S.  and  long.  29°  80'  W.  The  ship  was  then  steered  east- 
ward with  strong  northerly  and  westerly  breezes,  the  ship  often  going  fifteen  or  sixteen  knots  in  the  hour. 
On  Monday,  the  6th  of  Kovember,  the  ship  ran  the  very  large  amount  of  449  nautical  miles  in  the  twenty- 
four  hours.  After  some  calms  and  occasional  gales  from  the  eastward,  which  continued  until  the  ship 
arrived  on  the  12th  November  in  lat.  43°  48'  S.,  long.  5°  8'  E.,  she  again  obtained  strong  gales  from  the 
westward  (this  was  evidently  the  westerly  passage  wind  laid  down  in  Lieutenant  Maury's  Sailing  Direc- 
tions), which  continued  with  the  ship,  with  but  slight  intermissions,  until  she  arrived  in  lat.  43°  3'  S.,  long. 
189°  E.,  on  the  10th  December.  On  the  24th  November,  the  ship  was  in  lat.  45°  47'  S.,  and  long.  32°  6'  E., 
and  arrived,  as  before  stated,  on  the  10th  December,  in  long.  139°  E.,  running  the  immense  amount  of  6,420 
nautical  miles  in  sixteen  continuous  days,  thus  averaging  upwards  of  400  miles  per  day.  Taken  as  a  whole, 
this  voyage  of  the  Flying-Scud  appears  to  have  been  one  of  the  most  successful  attempts  at  speedy  naviga- 
tion accomplished  by  any  vessel  out  of  New  York  going  eastward,  since  a  due  appreciation  has  been  had 
of  circular  sailing,  so  beautifully  and  elaborately  detailed  by  Lieut.  Maury,  United  States  Hydrographer. 
It  was  accomplished  by  the  Flying-Scud  under  very  considerable  disadvantages,  viz  :  she  being  two  feet 
out  of  trim,  having  a  very  heavy  deck  load,  and  being  extremely  crank  upon  a  side  wind,  which  precluded 
the  possibility  of  carrying  the  amount  of  sail  that  she  was  otherwise  able  to  do.  It  should  have  "been 
noticed,  that  the  Flying-Scud  crossed  the  equator  on  Tuesday,  26th  of  October,  in  long.  32°  41'  W. ;  at  the 
same  time  it  should  be  remarked,  that  notwithstanding  the  compass  appeared  to  have  a  true  bearing  in 
long.  139°  E.,  lat.  42°  30'  S.,  it  again  became  deranged  in  long.  143°,  lat.  41°  3'  S.  This  time  the  varia- 
tion was  2 J  points  to  the  westward;  and  this  variation  has  continued,  and  may  still  be  observed  on  board 
the  ship  by  any  person  desirous  of  observing  the  same.     "Passage,  80  days." 

Signed,  D.  J.  STEATFORD,  Surgeon. 


im 


THE  WIND  AND  CURRENT  CHARTS. 


Abstract  Log  of  the  Ship  Parana  (F. 

B.  Langston). 

From  off  St.  Roque  to  Sydney,  Australia. 

THER.  9  A.  M. 

WINDS. 

Date. 

Latitude 
at  noon. 

Longitude 
at  noon. 

Currents. 
(Knots  per  liour.) 

Bar. 

Air. 

Water. 

First  part. 

Middle  part. 

Latter  part. 

1853 

Dec.  10 

7°16'S. 

33°12'W. 

None 

29.83  ;82° 

81° 

E.S.E. 

E.  by  S. 

E.  by  S. 

1110  05 

83  41 

None 

29.84  82 . 

81 

S.E.  bvE. 

E.S.E. 

E.  S.  E. 

1212  31 

33  01 

None 

29.84  81 

81 

E.S.E. 

East 

E. and  E.N.E. 

1315  22 

31  33 

None 

29.87  83 

81 

E.  by  N. 

E.N.E. 

E.N.E. 

1417  42 

29  46 

None 

29.84  81 

79 

■  E.N.E. 

N.E.byE. 

N.E. 

1520  30 

28  31 

No  observation  2^.80 

79 

78 

North 

North 

North 

1622  80 

26  22 

No  observation  ^29.77 

78 

77 

N.N.W. 

N.N.W. 

N.N.W. 

17123  47 

25  02 

No  observation  29.90 

78 

76 

N.  by  W. 

North 

N.toW.S.W. 

1823  55 

24  06 

None 

29.94 

78 

77 

S.  W.  &  Calm 

Calm 

N.E. 

1925  18 

22  16 

N.  24,  E.  18 

29.90 

76 

75 

North 

N.N.W. 

N.N.W. 

20 

27  03 

20  39 

N.  10 

29.80 

74 

78 

N.N.W. 

j  N.N.W.  & 
■      N.byE. 

N.N.W.& 

■    s.s.w. 

N.  by  E. 

21 

_ 

28  27 

18  13 

No  observation 

29.80 

70 

72 

N.  &  N.  by  W. 

S.  by  W. 

22 

27  09 

15  41 

None 

29.90 

71 

72 

S.S.E. 

S.S.E.&Baffl. 

S.S.E. 

23 

28  40 

16  18 

None 

80.04 

71 

73 

S.  E.  by  S. 

S.E. 

S.S.E. 

24  31  41 

15  16 

None 

29.90 

70 

66 

E.S.E.  &E. 

E.&  E.N.E. 

j    E.N.E. to 
1      N.N.E. 
N.W. 

25  34  30 

13  48 

None 

29.80 

78 

64 

North 

N.&  N.N.W. 

2636  51 

12  29 

None 

29.65 

64 

61 

N.W. 

West 

N.W.&N.N.W. 

2738  16 

9  08 

None 

29.84 

57 

55 

AV.N.W. 

N.W. 

N.  W.  by  W. 

28'89  14 

6  06 

No  observation  29.93  58 

55 

N.  W.  by  W. 

North 

N.&  N.N.E. 

29 

40  00 

1  38 

No  observation  29.90  ;58 

56 

North 

North 

N.  &  N.  by  W. 

80 

40  12 

2  43  E. 

None 

29.82 

56 

53 

N.  by  W. 

N.  N.  W. 

N.  W.  by  N. 

.31 

40  44 

6  30 

No  observation 

29.78 

57 

54 

■    N.W. 

W.N.W. 

N.W. 

1854 

Jan.    1 

41  05 

10  54 

N.  40,  in  2  days 

29.54 

57 

59 

N.W. 

N.N.W. 

N.W. 

2 

41  42 

15  38 

N.22,last24hrs. 

29.52 

54 

58 

/  W. N.W. to 
\     W.S.W. 
West 

W.S.W. 

West 

3 

42  31 

20  35 

N.  19 

29.54 

50 

55 

West 

W.&W.N.W. 

4 

43  28 

24  58 

W.  9,  in  24  hrs. 

29.52 

48 

51 

N.W.  by  N. 

N.W. 

W.N.W.&W. 

5 

44  18 

29  45 

N.  49,  E.  14 

29.46  153 

49 

W.&W.N.W. 

N.W.&N. 

North 

6:45  06 

84  16 

None 

29.02 

49 

45 

N.  by  E. 

N.bvE.&N. 

N.  W.  &  N. 

745  06 

38  52 

N.  45,  W.  17 

29.08 

46 

48 

North 

N.W. 

N.W. 

8:44  36 

43  80 

N.  45,  W.  22 

29.35 

42 

43 

N.W. 

W.N.W. 

West 

9 

44  58 

48  36 

No  observation 

29.43 

46 

41 

West 

W.  by  S. 

N.W. 

10 

45  09 

52  53 

None 

29.58 

47 

44 

N.W. 

N.W. 

N.  W.  by  N. 

11 

45  57 

57  43 

None 

29.50 

48 

44 

N.N.  &N. 

N.N.E. 

N.N.E. 

12 

46  50 

62  29 

No  observation 

29.15 

52 

46 

N.  by  E. 

N.N.E.&N.E. 

N.E.byE. 

13 

46  31 

66  09 

None 

29.20 

44 

41 

N.  E.  by  E. 

N.N.E.&N. 

N.  &  N.  by  W. 

14 

46  41 

79  53 

None 

29.36 

44 

42 

N.  &N.N.E. 

N.E.byN. 

N.W. 

15 

46  21 

75  82 

None 

29.76 

48 

45 

N.W. 

j     N.  W.  & 

1    N.N.W. 

N.&  N.N.E. 

16 

46  29 

80  38 

None 

29.76 

49 

45 

N.&  N.N.W. 

j    N.N.W. 
\     &N.W. 
North 

N.W. 

17 

46  30 

85  50 

No  observation 

29.58 

51 

50 

N.  W.  &  N. 

North 

18 

46  23 

90  07 

None 

29.66 

49 

46 

North 

j    N.N.W. 
\     &N.AV. 
North 

W.^S.  w. 

19 

46  30 

95  07 

No  observation 

29.57 

49 

46 

W.  &  N.  W. 

N.  N.  W. 

20 

46  33 

100  58 

No  observation 

29.50 

53 

46 

N.  N.  W. 

N.  N.  W. 

N.  N.  W. 

ROUTES  FROM  EUROPE  AND  THE   UNITED  STATES  TO  AUSTRALIA. 


783 


Ahstract  Log  of  the  Ship  Parana — Continued. 


• 

THEB.  9  A.  M. 

WI.NDS. 

Date. 

Latitude 
at  noon. 

Longitude 
at  uoon. 

Currents. 
(Knots  per  hour.) 

Bar. 

Air. 

Water. 

First  part. 

Middle  part. 

Latter  part. 

Jan.  2146°36'S. 

105°24'E. 

None 

29.42 

46° 

46° 

/     N.  N.  W. 
t      &  N.  W. 
W.  by  S. 

W.byN. 

W.  S.  W. 

2246  08 

110  51 

None 

29.64 

45 

45 

w.s.w. 

West 

23  46  20 

116  12 

No  observation'29.60 

60 

49 

West 

W.&W.N.W. 

N.W. 

2446  15 

121  26 

N.21,in48hrs.;29.50 

50 

49 

N.  W.  by  W. 

West 

West 

25  46  32 

126  23 

None 

29.41  '49 

51 

West 

West 

West 

2646  30 

131  17 

No  observation 

29.25  151 

51 

West 

West 

N.W. 

2746  25 

136  44 

None 

29.32  52 

51 

W.  by  N. 

W.  by  N. 

W.byN. 

2845  48 

1 

142  08 

S.  54,  W.  15 

29.53  55 

53 

W.byk 

j    W.N.W. 
1     &N.W. 

N.W. 

29  45  31 

146  48 

None 

29.22  58 

54 

f     N.  W.  & 

\     N.N.W. 

N.  by  W. 

N.byW. 

80  48  31 

150  21 

None 

29.50  59 

62 

N.N.W.&W. 

W.byN. 

j  W.byN.& 

1    W.N.W. 

N.W. 

8142  46 

152  19 

None 

29.20 

64 

62 

North 

N.  &  N.  W. 

Feb.   140  05 

152  36 

None 

29.70 

60 

64 

N.W. 

S.S.W. 

W.S.W. 

238  19 

152  32 

None 

29.84 

65 

65 

West 

West 

W.&N.W. 

3i37  26 

153  01 

None 

29.80 

69 

69 

N.W. 

N.N.W. 

N.N.W. 

4  35  45 

151  53 

None 

29.78 

69 

69 

N.N.W. 

S.  S.  E. 

Baffl.S.&S.S.E. 

5 

S.  S.  E. 

S.  S.  E. 

S.S.E. 

Deo.  10.  Commences  with  light  wind  and  light  passing  cirro-cumulus  clouds.  8  P.  M.  a  fine  breeze 
and  cloudless  sky.  Midaight,  a  light  breeze  and  light  clouds.  Ends  with  a  moderate  trade  and  light  passing 
clouds. 

Dec.  11.  Commences  with  a  moderate  breeze  and  light  passing  clouds.  Midnight,  weather  the  same, 
breeze  freshening  a  little.     Ends  with  a  moderate  breeze,  a  light  squall  gathering  in  eastern  horizon. 

Deo.  12.  Commences  with  light  breeze  and  fine  weather.  1  P.  M.  had  a  fresh  asquall.  3.30  P.  M.  wind 
died  away  nearly  calm,  after  a  fresh  squall  with  rain.  7  P.  M.  had  a  fresh  squall  with  rain.  8  P.  M.  the 
breeze  freshened  at  east,  sky  overhead  perfectly  clear,  some  cirro  cumulus  clouds  in  eastern  horizon. 
Midnight,  a  light  breeze  and  light  passing  cirro-cumulus  clouds.  4  A.  M.  a  few  light  squalls.  Ends  with  a 
light  breeze  and  light  cin-o-cumulus  clouds. 

Dec.  13.  Commences  with  a  light  wind  and  light  passing  clouds.  1.30  P.  M.  spoke  the  barque  Victory, 
of  Baltimore,  46  days  from  Baltimore,  bound  to  Monte  Video  ;  the  captain  told  me  he  had  the  winds  from 
E.  S.  E.  all  throughout  the  region  of  the  N.  E.  trades ;  that  he  had  to  beat  all  the  way  to  the  line  ;  that  he 
had  to  cross  in  80°  W.,  not  being  able  to  get  as  far  east  as  he  wanted.  He  has  had  the  winds  as  I  have 
had  thfein,  two  or  three  voyages  that  I  sailed  in  October.  Middle  and  latter  parts,  a  fresh  breeze  and  light 
passing  clouds. 

■  Dec.  14.     Commences  with  a  fresh  breeze  and  light  passing  clouds.    Midnight,  a  fresh  breeze  and  hazy 
weather.    Ends  with  light  breeze  and  hazy  weather. 

Dec.  15.     Commences  with  moderate  breeze  and  slightly  smoky  weather.    Midnight,  a  moderate  breeze 


784  THE  WIND  AND  CDKBENT  CHARTS. 

and  hazy  weather.  Daylight,  a  fresh  breeze  and  smoky  weather ;  clouds  gathering  to  the  westward.  10  A. 
M.  squally  with  spits  of  rain.     Ends  with  a  strong  breeze  and  squalls  with  rain. 

Dec.  16.  Commences  with  fresh  gale,  squalls  and  heavy  rain ;  saw  large  numbers  of  birds.  6  P.  M. 
heavy  rain.  8  P.  M.  clouds  breaking  away  and  breeze  freshening,  clouds  passing  from  various  directions. 
Midnight,  a  fresh  breeze  and  cloudy  weather.  4  A.  M.  a  light  breeze  and  misty  showers.  Ends  with  a  light 
wind  and  misty  showers  with  overcast  weather. 

Dec.  17.  Commences  with  light  breeze,  squalls  and  thick  of  rain.  Sundown,  clear  to  the  west,  with 
heavy  nimbus  clouds  to  the  eastward,  and  misty  rain  over  the  ship.  7  P.  M.  lightning  to  the  north,  with 
two  or  three  claps  of  thunder,  appearance  of  heavy  squall;  took  in  all  the  light  sails;  the  cloud  rose  up 
overhead  and  then  dispersed,  leaving  us  with  very  little  wind.  10  P.  M.  had  all  sail  on  the  ship  again. 
Midnight,  a  light  wind  with  passing  showers  of  rain ;  \ipper  clouds  passing  rapidly  from  the  west.  Sunrise, 
wind  light  and  variable  with  heavy  showers  of  rain.  10  A.  M.  wind  hauled  to  W.  S.  "W.  Ends  with  a  light 
breeze  and  rain. 

Dec.  18.  Commences  with  light  breeze  and  rain.  Middle  part,  calm  and  overcast.  4  A.  M.  took  a 
light  air  from  the  N.  E.  Ends  with  a  light  air  and  hazy.  There  must  be  more  variation  to  the  west  here 
than  laid  down  on  charts,  or  else  my  compasses  vary  more ;  overhauled  all  around  the  binnacle,  but  can 
find  nothing  to  attract  them ;  my  binnacle  is  a  single  one ;  but  having  tried  another  compass  farther 
forward,  and  the  tell-tale  in  the  skylight,  all  agree. 

Dec.  19.  Commences  with  light  winds  and  light  passing  clouds.  Sundown,  a  light  breeze  and  light 
smoky  clouds  to  the  "W.  and  S.  W.  Midnight,  a  light  breeze  and  light  clouds.  Daylight,  breeze  freshened. 
Ends  with  a  moderate  breeze  and  light  clouds. 

Dec.  20.  Commences  with  light  breeze  and  light  passing  smoky  clouds.  8  P.  M.  not  a  cloud  above  the 
horizon ;  sea  very  smooth.  11  P.  M.  the  wind  hauled  to  N.  by  E.  and  freshened.  Midnight,  a  moderate 
breeze  and  light  passing  clouds.     Ends  with  a  fresh  breeze,  and  weather  slightly  smoky. 

Dec.  21.  Commences  with  fresh  breeze  and  overcast  weather;  rain  clouds  gathering  to  the  S. 
W.  4  P.  M.  commenced  raining  and  wind  hauled  to  the  west  of  north ;  furled  the  skysail.  5.30  P.  M. 
jibed  ship.  8  P.  M.  squally  with  rain ;  furled  royals,  took  in  topgallant  studding-sails.  10  P.  M.  had  two 
flashes  of  lightning  to  the  southward,  after  which  the  wind  hauled  to  S.  S.  W.;  took  in  the  topmast  studding- 
sail  and  braced  up.     Midnight,  a  moderate  breeze  and  overcast  cloudy  weather. 

Dec.  22.  Commences  with  a  moderate  breeze  and  overcast  weather.  This  evening  noticed  the  first 
long  westerly  swell  we  have  had  this  passage  S.  of  equator.  .Sundown,  wind  blowing  in  varying  puffs  as  a 
northerly  wind  on  the  coast  of  the  United  States ;  clear  to  westward  and  eastward.  Midnight,  a  moderate, 
variable  breeze  and  cloudy;  all  sail  set  by  the  wind.  Ends  with  a  light  baffling  wind  and  light  cirrus 
clouds;  a  long  southwesterly  swell.  In  comparing,  find  I  have  been  on  the  wrong  tack;  but  it  has  been  one 
of  those  winds  that  a  ship  can  do  nothing  on  one  tack  and  less  on  the  other,  and  I  have  happened  to  hit 
the  worst  one ;  I  am  likewise  now  confident  that  either  the  variation  is  greater  or  my  compasses  show 


EOUTES   FROM  EUROPE   AND  THE   UNITED  STATES  TO  AUSTRALIA.  785 

more.  The  ship  was  heading  up  E.  by  S.  part  of  the  time,  and  off  in  flaws  to  E.  J  N.  I  judged  she  would 
have  made  at  least  an  east  course  by  compass  good,  instead  of  which  she  has  made  N.E.  by  E.  true. 

Dec.  23.  Commences  with  light  breeze  and  light  cirro-cumulus  clouds;  tacked  to  southward. 
Midnight,  light  airs  and  light  clouds.  Daylight,  breeze  freshening  a  little.  Ends  with  a  light  breeze  and 
light  cirrus  clouds  coming  from  the  west. 

Dec.  24.  Commences  with  moderate  breeze  hauling  to  eastward,  and  light  passing  clouds.  At  4  P.  M. 
set  the  larboard  foretopmast  studding-sail.  Sundown,  clouds  gathering  to  the  S.  W. ;  some  of  those  small 
mackerel  rain  clouds  to  the  south.  Midnight,  a  fresh  breeze  and  overcast  with  a  kind  of  smoky  clouds.  2 
A.  M ,  wind  hauling  more  north,  set  all  the  larboard  studding-sails.  4  A.  M.  a  fresh  breeze  and  hazy  weather. 
Ends  with  a  fresh  breeze  and  overcast  misty  weather ;  a  ship  on  our  lee  bow,  steering  the  same  way. 

Dec.  25.  Commences  with  a  fresh  breeze  and  overcast  misty  weather.  2.30  P.  M.  came  up  with  and 
spoke  British  ship  Lydia,  of  and  from  Liverpool  bound  to  Ceylon,  45  days  out.  Sundown,  the  fog  cleared 
off  to  the  westward,  sky  through  the  fog  looking  mild.  7.30  P.  M.  water,  65° ;  air,  68°  ;  water  having  the 
appearance  of  being  on  deep  soundings.  Midnight,  a  strong  breeze  and  dark  overcast  misty  weather,  jibed 
ship  and  took  in  all  but  the  foretopmast  studding-sails.  2  A.  M.  had  a  heavy  shower  of  rain.  4  A.  M. 
thick  fog.  6  A.  M.  cleared  off  some,  made  all  sail  before  the  wind.  During  the  forenoon  sometimes  foggy, 
at  others,  the  sun  shone  through.   Ends  with  a  fresh  breeze  and  some  fog  clouds  to  southward  and  westward. 

Dec.  26.  Commences  with  a  fine  breeze  and  some  fog  clouds  to  southward  and  westward,  some  cirro- 
stratus  clouds  aloft.  4  P.  M.  wind  died  away  and  set  in  thick  fog.  8  P.  M.  light  wind  and  thick  fog  with 
misty  rain.  Midnight,  the  same.  4  A.  M.  the  breeze  freshening  with  thick  fog.  10  A.  M.  sua  broke  through 
the  fog,  got  a  sight  for  chronometer.  From  11.30  to  noon  sun  broke  through  the  fog ;  got  the  latitude, 
after  which  it  set  in  thick  fog.     Ends  with  a  fresh  breeze  and  thick  fog. 

Dec.  27.  Commences  with  a  fresh  breeze  and  thick  fog.  1  P.  M.  the  fog  lifted;  made  the  island  of 
Tristan  D'Acunha,  bearing  S.  S.  E.,  the  west  end;  passed  to  the  northward  and  eastward  of  it;  find  my 
chronometer  true  ;  passed  several  patches  of  kelp  to  the  east  of  the  island.  7  P.  M.  passed  two  barques  and 
one  ship  on  the  wind,  whalers.  Midnight,  a  fresh  breeze  and  clear.  11.30  A.  M.  saw  two  right  whales. 
Ends  with  a  fresh  breeze  and  perfectly  clear,  not  a  cloud  above  the  horizon. 

Dec.  28.  Commences  with  moderate  breeze  and  clear  weather  ;  all  sail  set;  some  long  westerly  swell. 
Sundown,  a  light  wind  and  some  smoky  stratus  clouds  to  the  westward,  8  P,  M.  wind  light  and  hauling 
to  the  northward;  jibed  ship,  took  in  the  starboard  studding  sails;  fresh  breeze  and  cloudy.  7  A.  M. 
canting  to  eastward ;  took  in  the  lower  and  maintopmast  studding  sails.  During  the  forenoon  saw  great 
numbers  of  small  gray  gulls.    Ends  with  a  thick  fog  and  misty  rain ;  breeze  fresh. 

Dec.  29.  Commences  with  a  fresh  breeze  and  thick  fog  with  misty  rain.  1.30  P.  M.  fresh  flaws ;  furled 
the  skysail  and  took  in  fore-topgallant  studding-sail ;  passed  considerable  kelpj  some  large  bunches  and  a 
great  deal  of  detached  particles.  4  P.  M.  wind  hauling  more  north;  set  the  lower  and  main  topmast  stud- 
ding-sails. 8  P.  M.  a  fresh  breeze  and  thick  of  rain.  Midnight,  a  fresh  breeze,  thick  fog  with  misty  rain. 
4  A.  M.  weather  the  same;  set  the  skysail  and  royal  studding-sail.  Ends  with  thick  fog  and  motlerate  breeze. 
99 


786  THE  WIND  AND  CURRENT  CHARTS. 

Dec.  30.  Commences  with  moderate  breeze  and  thick  fog,  all  sail  set.  7.30  P.  M.  fog  cleared  off  from 
the  water.  10  P.  M.  water  very  phosphoric ;  took  in  the  royal  studding-sail  and  skysail.  Midnight,  a  fresh 
breeze  and  thick  fog.  4  A.  M.  weather  the  same.  10  A.  M.  fog  lifted  a  little  so  that  I  got  a  sight  of  the  sun. 
At  noon  the  fog  cleared  a  little,  got  an  indifferent  observation  for  latitude. 

Dec.  31.  Commences  with  fresh  breeze  and  thick  fog,  all  sail  set.  8  P.  M.  thick  foggy  weather;  took 
in  the  royal  studding-sail.  10  P.  M.  jibed  ship,  took  in  the  larboard  and  set  the  starboard  studding-sails. 
Midnight,  a  moderate  breeze  and  thick  foggy  weather.  2  A.  M.  wind  hauled  to  N.  W.  again ;  jibed  and  set 
the  starboard  studding-sails.  4  A.  M.  thick  fog  and  moderate  breeze.  Ends  with  moderate  breeze,  thick 
foggy  weather  and  smooth  sea.     So  ends  1853  in  these  parts. 

Jan.  1,  1854.  Commences  with  a  moderate  breeze,  thick  fog  and  a  smooth  sea.  At  1  P.  M.  the  fog 
cleared  away,  giving  us  a  glimpse  of  a  most  splendid  blue  sky.  4  P.  M.  set  in  thick  fog  again ;  air,  57° ; 
water,  54°.  8  A.  M.  air,  57° ;  water,  55°.  Midnight,  a  fresh  breeze  and  fog.  3  P.  M.  breeze  freshening;  took 
in  the  royals  and  main  topmast  studding-sail.  4  A.  M.  air,  57° ;  water,  56°.  8.80  A.  M.  breeze  increasing 
and  hauling  more  west ;  took  in  fore  and  mizzen  royal,  spanker  and  crossjack.  Ends  with  a  fresh  gale  and 
passing  clouds ;  took  in  main  royals  and  all  studding-sails. 

Jan.  2.  Commences  with  a  fresh  gale  and  overcast  cloudy  weather.  3  P.  M.  heavy  squalls ;  took  in 
all  the  light  sails  and  double-reefed  the  topsails.  4  P.  M.  air,  58°  ;  water,  48°.  7  P.  M.  more  moderate;  set 
topgallant  sails  and  shook  out  all  reefs,  set  jib  and  mainsail.  8  P.  M.  air,  56° ;  water,  50°.  Midnight,  a  strong 
breeze  and  overcast  cloudy  weather.  4  A.  M.  squally ;  put  a  single  reef  in ;  air,  52°  ;  water,  58°.  8  A.  M. 
more  moderate ;  shook  out  all  reefs ;  set  main  royal.  Ends  with  a  strong  breeze  and  flaws ;  furled  the 
royals  and  spanker;  air,  55°;  water,  55°. 

Jan.  3.  Commences  with  a  strong  breeze  and  passing  clouds;  saw  great  numbers  of  small  birds 
somewhat  similar  to  the  small  birds  seen  along  the  northeastern  edge  of  the  Gulf  Stream.  2  P.  M.  water, 
54°.  4  P.M.  set  the  main  royal,  lower  studding-sail  and  spanker;  air,  52°;  water,  50°.  Sundown,  had  a 
few  light  squalls.  8  P.  M.  a  strong  breeze  and  passing  clouds ;  air,  49°  ;  water,  50°.  Midnight,  a  strong 
breeze  and  fresh  squalls.  Daylight,  weather  the  same,  with  spits  of  rain.  4  A.  M.  air,  49° ;  water,  53°.  8 
A.  M.  set  fore  and  mizzen  royal  and  topgallant  studding-sails.  At  noon,  had  some  light  rain  squalls  which 
hauled  the  wind  to  westward  a  little ;  saw  some  black  winged  gulls,  same  as  seen  near  the  islands  in 
South  Atlantic ;  air,  50° ;  water,  58°. 

Jan.  4.  Commences  with  a  fresh  breeze  and  squalls  with  showers  of  rain.  2  P.  M.  air,  52° ;  water, 
59°.  4  P.  M.  air,  52° ;  water,  59°  ;  had  a  fresh  squall  with  rain  ;  furled  fore  and  mizzen  royals  ;  after  the 
squall  the  mercury  dropped  fast,  say  29.50  and  falling.  6  P.  M.  barometer,  29.48.  7.30  P.  M.  had  a 
violent  squall  from  N.  W.  with  rain ;  took  in  all  the  light  sails  and  single-reefed  the  topsails  ;  barometer, 
29.44;  air,  50°;  water,  58°.  Midnight,  a  strong  breeze  and  squalls.  4  A.  M.  hard  squalls;  air,  51°;  water, 
53°.  6  A.  M.  more  moderate;  shook  out  the  reefs,  set  main  royal,  fore  topmast  and  lower  studding-sails. 
Ends  with  a  strong  breeze  and  squalls ;  at  noon,  got  the  southern  edge  of  a  heavy  hail  squall ;  air,  46° ; 
water,  49°. 


ROUTES   FROM   KUROPE   AND   THE   UNITED   STATES  TO   AUSTRALIA.  787 

Jan.  5.  Commences  witli  a  fresh  breeze  and  squalls.  2  P.  M.  light  squall,  after  which  cleared  off 
beautifully ;  made  all  sail.  4  P.  M.  air,  52°  ;  water,  49°.  8  P.  M.  light  winds  hauling  to  the  northward ;  a 
bank  of  clouds  up  from  the  westward ;  air,  46°  ;  water,  48°.  Midnight,  overcast  rainy  weather.  4  A.  M. 
weather  cleared  off  a  little ;  barometer,  29.42 ;  air,  49° ;  water,  48°.  10  A.  M.  fresh  squalls,  overcast 
weather.  Ends  with  a  fresh  breeze ;  more  dear  overhead,  but  still  heavy  and  angry  appearance  to  the  W. 
S.  W.;  barometer,  29.37  ;  air,  53° ;  water,  49°. 

Jan.  6.  Commences  with  a  fresh  gale  and  passing  clouds  with  smoky  weather.  4  P.  M.  barometer, 
29.28,  falling ;  air,  54° ;  water,  46°.  7  P.  M.  passed  a  piece  of  kelp,  longer  and  larger  leaf  than  seen  before ; 
saw  several  small  birds  of  the  clerice  [?]  species;  saw  a  whale;  the  water  having  much  the  appearance  of 
being  on  soundings.  8  P.  M.  air,  52° ;  water,  46°.  Midnight,  fresh  gale  and  rain ;  reefed  topsails  and  furled 
mainsail ;  barometer,  29.15,  falling.  2  A.  M.  wind  hauled  to  N.  W.  and  moderate  with  squally  appearance. 
4  A.  M.  barometer,  29.05 ;  air,  52° ;  water,  45°.  7  A.  M.  wind  hauled  to  W.  again  and  freshened  a  little, 
with  rain.  10  A.  M.  began  to  clear  off  to  the  west.  Ends  moderate,  with  blue  streak  to  the  west ;  cloudy 
to  the  eastward;  barometer,  29.00;  air,  48°  ;  water,  45°. 

Jan.  7.  Moderate  breeze,  clear  to  westward,  cloudy  to  northward.  3  P.  M.  light  squalls,  after  which 
weather  cleared  off  some.  4  P.  M.  air,  50° ;  water,  44°.  8  P.  M.  barometer,  28.95 ;  air,  46° ;  water,  44° ; 
furled  mainsail,  took  in  fore-topmast  studding-sail.  9  P.  M.  bad  looking  squall  from  the  westward.  Mid- 
night, strong  gale  with  hail  squalls  ;  furled  topgallant  sails ;  barometer,  28.95.  4  A.  M.  29.00,  rising ;  air, 
46° ;  water,  53° ;  squalls  less  violent.  6  A.  M.  set  main  topgallant  sail.  Ends  fresh  gale  and  passing 
clouds;  saw  a  great  many  albatrosses  and  those  small  slate  colored  birds;  passed  three  small  bunches  of 
kelp;  barometer,  29.12 ;  air,  48°;  water,  48°. 

Jan  8.  Moderate  gale  and  smoky  clouds ;  light  sails  set ;  passed  kelp.  4  P.  M.  barometer,  29.15, 
rising;  air,  46°;  water,  44°.  7  P.  M.  wind  hauling  a  little  to  westward  in  squalls.  8.  P.  M.  fresh  squall 
with  rain  ;  in  light  sails  and  mainsail.  IIP.  M.  breeze  more  steady.  Midnight,  fresh  breeze  and  clear 
atmosphere ;  squalls  occasional.  Sunrise,  frequent  hard  squalls  with  hail  and  snow ;  between  squalls  air 
remarkably  clear  and  dry;  everything  turning  white  from  drought.  4  A.  M.  air,  45° ;  water,  43°.  11  A.  M. 
fresh  squall  with  hail.  Ends  fresh  breeze  and  light  passing  clouds;  squalls  to  the  southwestward;  kelp; 
air,  43°  ;  water,  43°. 

Jan.  9.  Strong  breeze  and  light  squalls ;  all  light  sail  set.  4  P.  M.  barometer,  29.48 ;  air,  44° ;  water, 
43°  ;  passed  kelp.  8  P.  M.  barometer,  29.48 ;  air,  44° ;  water,  43°  ;  hard  squall,  with  hail  and  rain ;  after- 
wards, wind  continued  steady  at  its  old  quarter,  with  cloudy  sky.  Midnight,  moderate  and  overcast.  4  A. 
M.  barometer,  29.48 ;  air,  44° ;  water,  42° ;  wind  hauling  to  northward ;  overcast  and  misty.  9  A.  M. 
breezes  freshening ;  shortened  sail  to  it.    Ends  fresh  gale ;  misty  fog ;  barometer,  29.43 ;  air,  46° ;  water,  42°. 

Jan.  10.  Fresh  gale ;  overcast,  misty  weather.  1  P.  M.  single-reefed  topsails ;  passed  much  kelp  in 
long,  narrow,  ribbon-like  pieces.  4  P.  M.  barometer,  29.48 ;  air,  46°  ;  water,  42°;  moderating,  out  reefs  and 
made  sail.  Middle,  moderate  and  overcast.  4  A.M.  made  all  sail;  barometer,  29.55;  air,  44°;  water,  42°. 
6  A.  M.  wind  inclining  more  northward.  9  A.  M.  clear,  blue  sky ;  passed  quantities  of  kelp.  Ends  moderate 
and  hazy  ;  passing  clouds ;  barometer,  29.62 ;  air,  48°  ;  water,  43°. 


788  THE   WIND   AND  (JUKKENT  ClIAKTS. 

Jan.  11.  Moderate;  slightly  foggy;  steady  fog  clouds  around  the  horizon;  sky  rather  overcast.  4 
P.  M.  barometer,  29.62 ;  air,  46°  ;  water,  40° ;  passed  kelp ;  birds  very  few.  6  P.  M.  raining.  8  P.  M. 
barometer,  29.62;  air,  46°  ;  water,  40°;  thick  rain;  passed  kelp  like  tufts  of  Brah  [?]  grass,  all  but  color; 
wind  hauling  to  eastward.  Midnight,  strong  breeze  and  thick  rain.  4  A.  M.  barometer,  29.55° ;  air,  48°  ; 
water,  43°  ;  thick  rain.  7  A. M.  cleared  off.  Ends  strong  breeze,  and  a  few  cirro-stratus  clouds  overhead; 
fog  bank  to  the  eastward  and  westward ;  barometer,  29.50  ;  air,  50° ;  water,  44°. 

Jan.  12.  Strong  breeze  ;  smoky  weather ;  fog  bank  in  the  eastward  cleared  off.  4  P.  M.  barometer, 
29.50 ;  air,  52° ;  water,  46° ;  bank  in  west  came  up  in  a  series  of  light,  smoky  cirrus  clouds ;  passed 
kelp  of  a  new  kind,  like  leaves  of  cactus.  At  sundown  the  light  cirrus  closed  overhead,  leaving  a  clear 
place  to  the  N.  N.  E. ;  breeze  died  away.  8  P.  M.  barometer,  29.50  ;  air,  50°  ;  water,  46°.  10  P.  M.  wind 
hauled  to  N.  E.,  and  freshened.  Midnight,  strong  breezes,  and  overcast.  4  A.  M.  wind  hauled  more  E. ; 
barometer,  29.34 ;  air,  49°  ;  water,  45°.  8  A.  M.  barometer,  29.24,  falling  fast ;  a  fresh  gale;  double-reefed 
topsails.     Ends  with  a  hard  gale;  thick  fog;  barometer,  29.08;  air,  52°  ;  water,  46°. 

Jan.  13.  Fresh  gale ;  thick  fog.  4  P.  M.  barometer,  29.00,  falling ;  air,  52° ;  water,  45° ;  wind  dying 
away,  with  thick,  foggy  weather ;  one  reef  out  of  maintopsail,  and  set  main  topgallant  sail.  8  P.  M.  barometer, 
28.98 ;  air,  50°  ;  water,  44°.  11  P.  M.  wind  hauling  westerly ;  moderates ;  make  sail.  Midnight,  light 
breezes;  overcast.  3  A.  M.  fog  cleared  ofi".  4  A.  M.  barometer,  29.00 ;  air,  44°;  water,  40°.  During  morning, 
weather  variable,  sea  smooth.  At  noon,  clear  and  moderate ;  few  cirrus  clouds  overhead ;  clear,  blue  sky 
to  south  westward ;  saw  kelp;  barometer,  29.26;  air,  45°;  water,  41°. 

Jan.  14.  Light  breeze  and  light  cirrus  clouds.  2  P.  M.  saw  three  long-neck  divers.  4  P.  M.  moderate 
and  clear;  barometer,  29.36 ;  air,  48°  ;  water,  41°.  8  P.  M.  barometer,  29.36 ;  air,  48°;  water,  44°.  9  P.  M. 
freshens,  and  hauling  east.  Midnight,  breeze  freshening,  with  light  cirrus  and  smoky  clouds  coming  from 
westward;  single- reefed  topsails,  furled  fore  topgallant  sail;  barometer,  29.20,  falling  fast.  2  A.M.  furled 
mainsail.  4  A.  M.  strong  gale,  hard  squalls,  heavy  rain;  barometer,  29.10;  reduced  sail  to  double-reefed 
topsails ;  wind  hauling  to  westward  in  squalls  ;  after  the  wind  got  W.  N.  W.,  barometer  began  to  rise  fast, 
and  the  squalls  cleared  off.  6  A.  M.  shook  a  reef  out  of  the  maintopsail,  set  main  topgallant  sail.  8  A.  M. 
out  all  reefs,  made  sail.  Ends  with  a  fresh  gale ;  clear  weather  ;  barometer,  29.50  ;  air,  45°  ;  water,  43° ; 
saw  a  whale. 

Jan.  15.  Fresh  gale  and  clear  weather ;  small  piece  of  kelp,  first  seen  in  two  days ;  very  dry.  4  P.  M. 
barometer,  29.62  ;  air,  45°  ;  water,  43°.  8  P.  M.  fresh,  and  not  a  cloud  ;  barometer,  29.68 ;  air,  44°  ;  water, 
42°  ;  moderating.  Midnight,  light  breeze  and  passing  clouds.  4  A.  M.  wind  hauling  gradually  to  the  north- 
ward ;  barometer,  29.74 ;  air,  45°  ;  water,  45°.  8  A.  M.  wind  hauling  to  eastward,  freshening  and  smoky ; 
kelp.     Ends  with  a  fresh  breeze,  and  few  light  cirrus  clouds  ;  barometer,  29.80 ;  air,  51°  ;  water,  46°. 

Jan.  16.  Fresh  breeze,  and  slightly  smoky  weather.  2  P.  M.  a  fresh  squall,  with  slight  rain ;  wind 
hauling  to  westward  again.  4  P.M.  fresh  breeze,  with  flaws;  barometer,  29.78;  air,  50°  ;  water,  46°.  7 
P.  M.  wind  freshening  in  flaws.  8  P.  M.  barometer,  29.68  ;  air,  50° ;  water,  46° ;  fresh  gales  ;  clear  over- 
head ;  hazy  at  the  horizon ;  furled  topgallant  sails.     Midnight,  blowing  hard  in  squalls,  with  rain  ;  furled 


ROUTES   FBOM   EUROPE   AND  THE   UNITED  STATES   TO   AUSTRALIA.  789 

mainsail,  double-reefed  topsails.    2  A.  M.  hard  squall ;  wind  moderates.    8  A.  M.  all  sail  set  again ;  moderate 
and  hazy.    Ends  light  breezes ;  clear  overhead,  hazy  at  the  horizon ;  barometer,  29.80 ;  air,  50°  ;  water,  43°. 

Jan.  17.  Light  winds,  and  a  few  light  cirro-stratus  clouds.  4  P.  M.  barometer,  29.77  ;  air,  52°  ;  water 
44°  ;  wind  hauling  to  northward ;  fog  bank  to  northward ;  slightly  hazy.  8  P.  M.  barometer,  29.78  ;  air, 
48°;  water,  44° ;  thick  fog,  misty  rain.  Midnight,  thick  fog,  misty  rain.  3  A.  M.  breeze  increasing; 
misty  rain.  4  A.  M.  fresh  breeze  and  cloudy ;  less  fog ;  barometer,  29.68 ;  air,  50° ;  water,  49°.  Ends 
strong  breeze ;  overcast,  misty  weather ;  barometer,  29.50,  falling ;  air,  53° ;  water,  50°. 

Jan.  18.  Strong  breeze  and  misty  rain.  4  P.  M.  barometer,  29.44 ;  air,  54° ;  water,  50°.  6  P.  M. 
wind  hauled  to  westward  after  a  shower  of  rain,  and  moderated.  8  P.  M.  thick  fog,  with  misty  rain ; 
barometer,  29.40 ;  air,  52° ;  water,  46°.  Midnight,  light  wind,  thick  fog.  2  A.  M.  wind  hauled  "W.  S.  W.  4 
A.  M.  barometer,  29.60 ;  air,  49° ;  water,  46°.  Ends  light  wind,  and  light  cirro-stratus  clouds ;  some  smoky 
clouds  to  the  westward ;  barometer,  29.70 ;  air,  51°  ;  water,  46°. 

Jan.  19.  Light  air,  and  some  cirro-stratus  clouds.  Ih.  30  min.  P.  M.  wind  hauled  to  northward  of  west. 
4  P.  M.  air,  50° ;  water,  47°.  At  8  P.  M.  breeze  freshening ;  barometer,  29.76;  air,  48° ;  water,  47°.  Midnight, 
strong  breezes  and  overcast.  2  A.  M.  breeze  increasing.  4  A.  M.  strong  breeze ;  thick  fog ;  barometer, 
29.60 ;  air,  48°  ;  water,  47° ;  some  kelp.  Ends  strong  breeze  ;  thick  fog ;  barometer,  29.58 ;  air,  52° ; 
water,  46°. 

Jan.  20.  Strong  breeze  and  thick  fog ;  passed  two  pieces  of  kelp ;  barometer,  29.58 ;  air,  52° ;  water, 
46°.  8  P.  M.  barometer,  29.58 ;  air,  50° ;  water,  46° ;  fresh  breeze ;  thick  fog.  Midnight,  strong  breeze ; 
thick  fog.  4  A.  M.  barometer,  29.52 ;  air,  52° ;  water,  46° ;  saw  large  number  of  small,  short-necked,  long- 
winged,  dark-colored  gulls.  10  A.  M.  saw  porpoises,  with  white  streaks  on  their  sides;  saw  kelp.  Ends  a 
strong  breeze,  and  thick  fog  ;  fewer  birds ;  barometer,  29.47 ;  air,  53° ;  water,  45°. 

Jan.  21.  Commences  with  a  strong  breeze,  thick  fog,  and  misty  rain.  4  P.  M.  barometer,  29.47;  air, 
49°  to  46° ;  wind  dying  away,  and  hauling  to  the  westward.  6  P.  M.  jibed  ship,  and  made  sail ;  passed 
several  patches  of  kelp.  8  P.  M.  barometer,  29.46 ;  air,  45°  ;  water,  46°.  Midnight,  moderate  breezes,  and 
rainy.  2  A.  M.  wind  hauled  to  W.  S.  "W.,  and  cleared  off.  4  A.  M.  barometer,  29.42 ;  air,  45° ;  water,  46° ; 
fresh  breeze  and  frequent  squalls,  with  hail  and  rain ;  passed  several  pieces  of  kelp  of  various  kinds  during 
the  morning;  some  small  birds  and  one  albatross  in  company.  Ends  strong  breeze  and  passing  clouds,  with 
an  occasional  squall — fresh;  barometer,  29.43  ;  air,  46°;  water,  46°. 

Jan.  22.  Commences  with  a  fine  breeze  and  passing  clouds.  4  P.  M.  a  fresh  hail  squall ;  barometer, 
29.48  ;  air,  46° ;  water,  49°.  8  P.  M.  fresh  squalls,  accompanied  with  hail  and  rain ;  barometer,  29.52 ;  air 
44° ;  water,  52°.  Midnight,  a  strong  breeze  and  hard  squalls,  with  hail  and  rain  ;  between  the  squalls,  faint 
auroras  to  the  southward.  4  A.  M.  wind  and  weather  the  same  ;  barometer,  29.60  ;  air,  46°  ;  water,  46° ; 
set  all  sail;  during  the  morning,  great  numbers  of  birds,  some  albatrosses,  some  large  black  birds,  and 
great  numbers  of  those  short-necked  and  winged  gulls.  Ends  with  a  steady,  strong  breeze;  squalls  clearing 
away ;  some  passing  clouds  ;  barometer,  29.64 ;  air,  44° ;  water,  45°. 

Jan.  23.     Commences  with  a  strong  breeze  and  passing  clouds.     4  P.  M.  barometer,  29.70;  air,  47°; 


790  THE  WIND  AND  CUERENT  CHARTS. 

water  47°-  breeze  moderating.  Midniglit,  a  fresh  breeze  and  ligtt  squalls,  with  spits  of  rain;  wind  hauling 
gradually  to  the  northward.  4  A.  M.  jibed  ship ;  barometer,  29.62 ;  air,  48°  ;  water,  42° ;  no  birds.  10  A. 
M.  breeze  increasing;  passed  several  pieces  of  kelp.  Ends  with  a  fresh  gale  and  rain;  barometer,  at  noon, 
29.57  ;  air,  50°  ;  water,  49°. 

Jan.  24.  Commences  with  a  fresh  gale  and  rain.  4  P.  M.  barometer,  29.47 ;  air,  49°  ;  water,  49° ; 
passed  several  pieces  of  kelp.  At  8  P.  M.  wind  moderating,  and  hauling  to  the  west,  with  thick,  misty  rain; 
barometer,  29.44  ;  air,  50°  ;  water,  52°  ;  jibed  ship ;  weather  looking  bad.  Midnight,  strong  breeze  and 
cloudy  weather.  4  A.  M.  more  moderate  ;  made  all  sail ;  barometer,  29.50 ;  air,  50°  ;  water,  50°  ;  passed 
several  pieces  of  kelp ;  a  few  birds.     Ends  with  fresh  breeze  and  light,  passing  clouds. 

Jan.  25.  Commences  with  a  fresh  breeze  Aud  passing  clouds  ;  a  bank  of  clouds  to  the  southward  and 
westward.  3  P.  M.  had  a  fresh  squall,  with  rain.  4  P.  M.  barometer,  29.47  ;  air,  50°  ;  water,  50°.  8  P.  M. 
barometer,  29.45  ;  air,  50° ;  water,  50°.  9  P.  M.  fresh  squalls,  with  rain.  Midnight,  barometer,  29.38 ;  a 
strong  breeze,  with  hard  squalls  and  rain  ;  dark,  overcast  weather.  4  A.  M.  barometer,  29.40  ;  air,  48°; 
water,  50° ;  passed  several  large  patches  of  kelp  ;  some  albatrosses  in  company.  Ends  with  a  strong  breeze 
and  passing  clouds;  barometer,  29.42;  air,  49°;  water,  51°. 

Jan.  26.  Commences  with  a  fresh  gale  and  squalls,  with  light  spits  of  rain.  4  P.  M.  barometer,  29.45 ; 
air,  50° ;  water,  50°  ;  passed  several  pieces  of  kelp.  8  P.  M.  barometer,  29.44 ;  air,  50° ;  water,  51°.  Mid- 
night, light  winds  and  cloudy  weather.  2  A.  M.  wind  hauled  to  N.  W.  and  freshened  ;  jibed  ship.  4  A.  M. 
barometer,  29.35;  air,  51°;  water,  51°;  a  strong  breeze  and  overcast  weather ;  a  bank  of  clouds  to  the 
westward.  6  A.  M.  set  in  thick  with  misty  rain.  During  the  morning,  passed  several  pieces  of  kelp  of 
various  kinds ;  some  like  bunches  of  comb-grass  [?] ;  some  round-leaved ;  some  like  long  round  stalks. 
Ends  with  a  strong  breeze  and  overcast,  misty  weather ;  barometer,  29.21 ;  air,  52° ;  water,  51°. 

Jan.  27.  Commences  with  a  strong  breeze  and  misty  rain.  8  P.  M.  the  wind  hauled  more  west, 
moderated,  and  cleared  off  the  mist.  4  P.  M.  barometer,  29.23 ;  air,  52° ;  water,  50°.  8  P.  M.  barometer, 
29.30;  air,  51°;  water,  50°.  Midnight,  strong  breezes  and  cloudy  weather.  4  A.  M.  barometer,  29.25 ;  air, 
51° ;  water,  51°.  6  A.  M.  spoke  British  barque  Stanley,  of  and  from  London,  November  1,  bound  to  New 
Zealand.  Ends  with  a  strong  breeze;  clear  overhead;  some  light  smoky  clouds  to  the  westward;  baro- 
meter, 29.36;  air,  55°;  water,  51°. 

Jan.  28.  Commences  with  a  strong  breeze  and  slightly  smoky  weather.  4  P.  M.  barometer,  29.38;  air, 
54°;  water,  53°.  8  P.  M.  barometer,  29.40:  air,  52°;  water,  53°;  a  strong  breeze,  and  lightly  overcast 
weather ;  wind  inclining  to  the  northward.  Midnight,  strong  breeze  and  cloudy  weather.  4  A.  M.  more 
moderate ;  set  all  sail ;  barometer,  29.50 ;  air,  53°;  water,  53°.  Ends  with  a  strong  breeze  and  slightly  smoky 
weather ;  barometer,  29.57 ;  air,  57° ;  water,  54°. 

Jan.  29.  Commences  with  moderate  breeze  and  slightly  hazy  weather;  a  bank  of  clouds  to  the  west- 
ward. 4  P.  M.  barometer,  29.54 ;  air,  56°  ;  water,  54°.  6  P.  M.  wind  flawy  and  hauling  to  the  westward. 
7  P.  M.  saw  some  porpoises.  8  P.  M.  barometer,  29.52  ;  air,  56° ;  water,  54°.  Midnight,  a  fresh  gale  and 
rainy ;  double-reefed  the  topsails.     4  A.  M.  gale  increasing  ;  barometer,  29.30 ;  air,  56° ;  water,  55°.    At 


ROUTES  FROM  EUROPE  AND  THE  UNITED  STATES  TO  AUSTRALIA.  791 

8  A.  M.  more  moderate,  with  a  heavy  bank  of  clouds  to  the  westward.  Ends  with  a  strong  breeze,  and 
partially  overcast ;  made  sail ;  sea  smooth ;  barometer,  29.22  ;  air,  59° ;  water,  54°. 

Jan.  30.  Commences  with  a  strong  breeze  and  overcast  weather.  2  P.  M.  commenced  raining ;  wind 
squally.  At  3  P.  M.  in  a  hard  squall  with  rain,  wind  hauled  suddenly  to  S.  W^  and  finally  settled  at  W.  by 
N.,  with  a  strong  breeze  and  cloudy  weather.  4  P.  M.  barometer,  29.25 ;  air,  56° ;  water,  56° ;  considerable 
head  sea.  8  P.  M.  barometer,  29.25 ;  air,  56°;  water,  56°;  cloudy  threatening  weather ;  lightning  to  the 
eastward.  Midnight,  strong  breeze  and  passing  clouds;  head  sea.  4  A.M.  barometer,  29.40;  air,  57°; 
water,  58°.  6  A.M.  more  moderate;  made  all  sail.  8  A.M.  water,  62°;  9,  62°;  10,  62°;  11,  61°;  12, 
60°.  Ends  with  a  light  wind  and  fine  weather ;  some  very  light  cirro-stratus  clouds  to  the  eastward ; 
barometer,  29,54 ;  air,  60°. 

Jan.  81.  Commences  with  a  light  wind  and  clear  weather.  1  P.  M.  wind  backing  to  the  northward ; 
braced  sharp  on  a  wind;  passing  several  bunches  and  pieces  of  kelp.  "Water,  at  1,  62°;  2,  63°;  3,  63° ; 
4,  63° ;  5,  60° ;  6,  60° ;  7,  60°.  4  P.  M.  breeze  freshening  and  blowing  in  puffs.  8  P.M.  barometer,  29.40; 
air,  60°  ;  water,  60° ;  blowing  hard  in  gusts ;  furled  all  the  light  sails,  and  double-reefed  the  topsails;  wore 
to  the  N.  W.  11  P.  M.  wind  gusty  with  light  smoky  clouds,  and  hauling  back  to  N.  W.;  wore  to  N.N.E. 
Midnight,  a  fresh  gale  and  cloudy.  4  A.  M.  barometer,  29.22 ;  air,  60° ;  water,  60° ;  a  strong  gale  and  lightly 
overcast.  6  A.  M.  gale  increasing,  with  a  heavy  sea.  Ends  with  a  moderating  gale  and  highly  overcast 
weather ;  a  heavy  bank  of  clouds  to  the  southward ;  barometer,  29.25 ;  air,  66° ;  Vater,  62°. 

Feb.  1.  Commences  with  a  moderating  breeze  and  overcast  with  smoky  cirrus  clouds.  At  4  P.M. 
the  wind  hauled  to  the  westward  and  cleared  off;  barometer,  29.26 ;  air,  66° ;  water,  62°.  At  6  P.  M., 
after  a  hard  squall,  the  wind  hauled  to  S.  S.  "W.;  after  which,  barometer  commenced  rising  fast.  8  P.  M. 
squally  with  rain;  barometer,  29.40;  air,  60°;  water,  62°.  At  10  P.M.  had  a  very  heavy  squall  with  rain. 
Midnight,  a  strong  breeze  and  cloudy  weather.  4  A.  M.  breeze  moderating ;  barometer,  29.64 ;  air,  60° ; 
water,  63°.  During  the  morning  made  all  sail.  Ends  with  a  very  light  air  and  a  few  light  clouds ;  baro- 
meter, 29.77  ;  air,  62°;  water,  64°. 

Feb.  2.  Commences  with  a  light  air  and  clear  weather.  4  P.M.  barometer,  29.80;  air,  64°;  water, 
64°.  8  P.M.  barometer,  29.80;  air,  60°;  water,  64°.  Midnight,  a  light  breeze  and  passing  clouds;  baro- 
meter, 29.84;  air,  62°;  water,  64°.  Ends  nearly  calm,  wind  inclining  to  the  northward;  barometer,  29.84; 
air,  tO°  ;  water,  68°. 

Feb.  3.  Commences  with  a  light  air  and  fine  weather.  4  P.  M.  tacked  to  the  westward ;  barometer, 
29.84;  air,  68°;  water,  68°.  8  P.  M.  clear;  barometer,  29.84;  air,  64°;  water,  66°.  Midnight,  a  fresh 
breeze  and  fine  weather ;  tacked  to  the  northward  and  eastward.  4  A.  M.  barometer,  29.80 ;  air,  65° ; 
water,  66°.  8  A.  M.  breeze  dying  away  and  bafSing.  Ends  with  a  light  wind  and  passing  clouds ;  tacked 
to  westward ;  barometer,  29.80 ;  air,  74°  ;  water,  69°. 

Feb.  4.  Commences  with  light  airs  and  clear  weather.  4  P.  M.  barometer,  29.74 ;  air,  70° ;  water, 
68°  ;  light  airs  with  a  glim  appearance  to  the  westward.  At  sundown,  a  bad  looking  squall  gathering  to 
the  southward ;  took  in  all  the  light  sails.     7.30  P.  M.  took  the  wind  from  S.  E. ;  moderate  squall,  scatter- 


792  THE  WIND  AliD   CUKRENT  CHARTS, 

ino-  and  leaving  us  witb  dark  overcast  weather ;  spits  of  rain.  Midnight,  a  light  wind,  and  dark  rainy 
weather.  4  A.  M.  it  fell  flat  calm,  raining  in  torrents;  barometer,  29.74;  air,  67°;  water,  69°;  caught  a 
light  breeze  from  the  S.  W.  and  the  weather  began  to  clear  off.     Ends  moderate  and  fine. 

Feb.  5.  Commences  with  a  fresh  breeze  and  passing  clouds.  Tried  the  water  every  hour :  it  stood 
regular  at  69°,  all  the  way  in  as  far  as  I  stood.  Could  see  no  indication  of  current.  4.30  P.  M.  made  Per- 
pendicular Cliff,  bearing  N.  W.  by  W.  7.15  P.  M.  Perpendicular  Cliff,  S.  S.  W. ;  the  Nipple,  W.  i  N.  Mid- 
night, moderate  and  clear ;  shortened  sail  for  daylight.  1.30  A.  M.  made  Port  Jackson  light.  Under  easy 
sail  till  daylight.  5  A.  M.  passed  the  Heads  and  took  a  pilot  from  boat  No.  4.  Worked  in  and  anchored.  Ends 
with  a  fresh  breeze  and  rain  squalls.    At  6.30  A.  M,  anchored  in  Port  Jackson,  south  of  Pinchgut  Island. 

When  I  was  in  England,  two  years  ago,  I  expressed,  before  the  merchants  of  Liverpool  and  London, 
the  opinion  that  the  average  passage  under  canvas  to  Australia  might  be  so  shortened  for  ships  from  all 
north  Atlantic  ports  as  to  make  it  a  month  less  than  the  average  by  the  old  or  admiralty  route.  Some  of 
the  ships  in  this  trade,  and  especially  some  that  sailed  out  of  Liverpool,  had  already,  under  the  advice  of 
Mr,  Towson,  of  that  port,  commenced  to  leave  the  admiralty  route,  and  to  go  farther  south  in  search  of  a 
shorter  one ;  but  what  I  proposed,  was  to  find  a  route  which,  taking  winds  and  distance  both  into  the 
account,  would  give  the  shortest  attainable  average ;  and  I  urged  that,  all  that  was  necessary  for  such  an 
achievement  was  a  better  knowledge  of  the  winds  and  currents  by  Jhe  way.  And  as  for  the  passage 
home,  that  admitted  of  a  still  greater  reduction  on  the  average  upon  the  admiralty  route,  which  recom- 
mends vessels  homeward  bound  to  return,  via  the  Cape  of  Good  Hope  instead  of  Cape  Horn.  The 
homeward  route  of  the  admiralty  {via  Cape  of  Good  Hope)  may  now  be  considered  to  be  practically 
abandoned,  for  I  have  not  received  the  log-book  of  a  single  American  vessel  that  has  attempted  it :  they 
all  come  by  the  way  of  Cape  Horn.  And,  in  former  editions  of  this  work,  the  prediction  was  ventured 
that  that  part  of  the  route,  viz :  from  Australia  to  the  meridian  of  the  Cape,  would,  when  it  came  to  be 
rightly  understood  and  properly  followed,  be  made  under  canvas  within  25  days.  It  has,  during  the  last 
year,  been  accomplished  in  less  time. 

I  asked  the  merchants,  ship  owners  and  masters,  of  England,  for  their  co-operation  to  aid  in  the  collec- 
tion of  the  information  requisite  to  the  fulfilment  of  this  promise ;  for  their  ships  as  they  pass  to  and  fro 
might  "  as  well  as  not"  make  the  preliminary  observations  by  which  we  hope  to  be  enabled  to  lift  up,  as 
it  were,  that  land  of  gold  and  set  it  down,  for  all  the  purposes  of  commerce,  one  month  nearer  to  the  cities 
and  marts  of  the  realm  than  it  had  been.  The  people  seemed  to  lend  a  favorable  ear,  and  the  government 
has  promised  a  generous  and  hearty  co-operation  also. 

Navigators  have  not  yet  made  themselves  fully  acquainted  with  the  new  route,  nor  has  there  been  time 
yet  for  them  to  do  so,  or  for  it  to  be  generally  adopted;  but,  even  by  a  partial  adoption  only,  the  promise 
has  been  well  nigh  fulfilled.  I  have  before  me  a  list  of  vessels  that  arrived  at  Port  Philip,  from  European 
and  North  American  ports,  between  December  31,  1853,  and  July  7,  1854.  This  list  was  sent  me  by 
Captain  A.  D.  Wood,  of  the  Avondale,  who,  speaking  of  the  vessels  therein  mentioned,  says :  "  They  were 


ROUTES  PROM  EUROPE  AND  THE   UNITED  STATES  TO  AUSTRALIA.  793 

taken  from  a  file  of  papers  in  which  some  numbers  were  deficient ;  but,  of  the  362  vessels  arrived  up 
to  the  7th  July,  inclusive,  we  have — 

"40  vessels,  or  11  per  cent.,  who  have  made  the  passage  in  90  days  and  less, 

"80  vessels,  or  22  per  cent.,  including  the  40  above,  who  have  made  the  passage  in  100  days  and  less. 

"Average  passage  of  the  whole  862,  124  days  (nearly). 

"  63  vessels,  or  17.4  per  cent.,  have  taken  150  days  and  over. 

"  8  vessels,  or  2.2  per  cent.,  have  taken  200  days  and  over  (to  328). 

"  This  is  but  a  sorry  picture  of  the  state  of  navigation,  and  in  many  instances,  I  believe,  the  passages 
are  understated.  With  proper  attention  to  the  Charts  and  Directions  and  Great  Circle  Sailing,  the  longest 
passage  of  the  dullest  sailer  ought  to  be  less  than  150  days.  While  such  ships  as  the  Red  Jacket,  Guiding 
Star,  &c.,  which  profess  to  sail  17  to  18  knots,  should  now  and  then  make  it  in  60  days. 

"A.  D.  W." 

Of  these  vessels,  236  were  English,  41  American,  29  Dutch,  and  8  French.  About  10  per  cent,  of  the 
whole  are  known  to  have  had  the  Wind  and  Current  Charts  on  board.  But  as  it  is  not  known  that 
all  of  them  took  the  new  route,  no  attempt  has  been  made  to  separate  their  passages  from  the  rest.  Were 
they  to  be  separated,  the  average  for.  the  old  or  admiralty  route  would  probably  be  a  day  or  two  greater 
than  it  is  by  this  showing ;  but,  taking  them  all,  their  average  is  in  even  numbers,  124  days.  Now,  refer- 
ring to  the  table  {Orossings  to  Australia),  for  those  vessels  that  have  either  taken  the  new  route,  or  attempted 
a  middle  course  between  that  recommended  by  the  admiralty  and  that  recommended  in  the  Sailing  Direc- 
tions, and  taking  the  average  of  these  passages  so  far,  we  find  it  98  days,  or  26  less  than  the  other :  thus 
fulfilling  very  nearly  the  conditions  both  of  promise  and  prediction. 

Both  from  America  and  Europe  the  sailing  route  to  Australia,  as  far  as  the  calms  of  Capricorn,  is 
perfectly  understood ;  for  as  far  as  those  calms  it  is  the  route  around  Cape  Horn,  and  it  is  the  route  also 
around  the  Cape  of  Good  Hope. 

The  saving  already  effected  for  this  part  of  the  route  from  the  United  States  is  on  the  average  ten 
days.  With  the  assistance  of  navigators  in  the  Australian  trade,  I  hope  to  reduce  still  further  the  average 
of  the  passage,  as  it  now  is,  for  the  vessels  of  all  nations  to  that  land  of  gold.  A  vast  gain  of  time  in  that 
voyage  is,  in  the  end,  to  be  made  upon  the  admiralty  route. 

At  the  last  meeting  of  the  British  Association,  it  was  stated  by  a  distinguished  gentleman  from  Bombay 
that,  where  he  came  from,  it  was  estimated  that  a  set  of  charts  and  sailing  directions  for  the  Eastern  Seas, 
based  upon  the  principles  of  these,  would  produce  an  annual  saving  to  British  commerce  that  would  be 
equivalent  to  a  gain  of  $1,000,000  to  $2,000,000  (£250,000  to  £500,000). 

At  first,  I  thought  this  an  over-estimate  as  to  the  saving  they  would  eftect,  even  for  the  whole  world, 
in  all  parts  of  the  ocean.    I  thought  this,  because  I  had  never  computed  the  rate  per  ton  per  day  that 
shippers  usually  pay  for  freight  across  the  high  seas. 
100 


79^  THE  WIND  AND  CUBRBNT  CHARTS. 

Between  Europe  and  the  United  States,  the  average  time  both  ways,  from  all  ports,  is  about  40  days; 
and  the  average  freight  about  $5  the  ton,  or  twelve  and  a  half  cents  per  ton  per  day. 

From  the  United  States  to  Eio,  the  average  time  is  about  45  days,  at  an  average  freight  $8  the  ton, 
which  is  at  the  rate  of  17.7  cents  the  ton  per  day. 

From  the  United  States  and  Europe  to  Australia,  the  average  passage  without  the  Charts  is  124  days, 
and  the  average  freight  about  $25,  or  20  cents  the  ton  per  day.  With  the  Charts  it  is  98  days.  To  Cali- 
fornia, the  freight  ranges  from  $25  to  $30  the  ton,  with  an  average  passage  of  133  days.  This  also  gives 
an  average  rate  of  freight  of  from  18  to  22  cents  per  ton  per  day. 

To  be  within  the  mark,  let  us  assume  the  average  rate  of  freight  per  ton  per  day,  under  canvas,  on 
these  distant  voyages,  to  be  15  cents,  and  the  average  size  of  the  vessels  in  that  trade  to  be  only  500  tons 
(it  is  really  about  700). 

The  saving  to  be  effected  thereby,  to  vessels  co-operating  in  this  system  of  research,  at  15  cents  per 
ton  per  day  for  ten  days,  will  be  on  the  average  at  the  rate  of  §750  for  each  vessel  of  500  tons,  whose 
passage  these  Charts  may  shorten. 

Supposing,  therefore,  that  150  vessels  only  per  month,  or  1,800  per  year  of  all  flags,  go  from  the  ports 
of  the  North  Atlantic  Ocean  to  Australia,  it  appears  that  the  amount  to  be  saved  here  is  even  greater  than 
the  estimated  amount  for  the  Indian  Ocean. 

The  United  States  alone,  therefore,  are  not  the  only  nation  that  is  interested  in  the  results  of  these 
investigations.     All  who  use  the  sea  are  interested  in  them  alike. 

But  the  Secretary  of  the  Navy,  the  Hon.  J.  C.  Dobbin,  has,  on  the  part  of  the  United  States,  with  the 
view  of  enlisting  the  most  extensive  co-operation  in  this  common  plan  for  the  common  good,  authorized  all 
shipmasters  that  navigate  the  sea  under  friendly  flags,  to  be  placed  upon  the  same  footing,  with  regard  to 
the  Wind  and  Current  Charts,  which  American  shipmasters  occupy.  That  is,  any  merchant  captain, 
whatever  be  the  flag  he  sails  under,  who  will  agree  to  keep  and  furnish  an  abstract  log,  of  every  voyage, 
according  to  the  form  prescribed  at  pp.  191^,  and  on  the  terras  set  forth  before  the  Brussels  Conference, 
will  be  furnished  therefor  with  a  copy  of  these  Sailing  Directions,  and  of  such  sheets  of  the  Charts  as  relate 
to  his  cruising  ground. 

Therefore,  before  applying  for  the  Charts,  each  master  should  furnish  himself  with  at  least  one  good 
chronometer,  one  good  sextant,  two  good  steering  compasses,  a  marine  barometer,  and  three  air  and  water 
thermometers,  which  barometers  and  which  thermometers  have  been  compared  with  recognized  standards. 

I  say  at  least,  because  this  is  the  smallest  outfit  of  instruments  that  can  enable  the  navigator  properly 
to  perform  his  part  of  the  agreement. 

The  several  foreign  governments  invited  to  co-operate  in  this  system  of  research,  have  been  requested 
to  appoint  each  some  person  to  receive  these  Charts,  and  distribute  them  to  the  shipmasters  under  the  flag 
of  his  country,  who  are  properly  qualified  and  prepared  to  furnish,  in  the  required  form,  the  observations 
required. 

It  thus  appears  that  navigators,  who  are  invited  to  co-operate  in  this  system,  are  not  invited  to  labor 


ROUTES  FROM   EUKOPE   AND  THE   UNITED  STATES  TO   AUSTRALIA.  795 

for  naught.  There  is  a  prospect  of  direct  pecuniary  benefit  to  inure  to  every  ship,  the  result  of  whose 
observations  shall  contribute  to  the  shortening  of  the  passage  a  single  day ;  and  that  benefit  is  in  saving,  at 
the  rate  of  $75  per  day,  for  every  day,  on  every  voyage,  that  the  passage  of  a  vessel  carrying  500  tons 
merchandise  may  be  shortened. 

A  clipper  ship,  well  handled,  and  with  a  good  streak  of  luck  in  making  the  run  from  the  United 
States  into  the  variables  of  the  southern  hemisphere,  will  be  able,  now  and  then,  to  make  the  passage  to 
Australia  by  this  route  in  60  days,  if  not  in  less  time;  but  in  60  days  it  can  be  accomplished  under  canvas 
alone.    It  used  to  be  a  ten-months'  voyage. 

In  that  trade,  clipper  ships  will  be  able  to  set  up  a  strong  opposition  to  steamers ;  for  if  we  take  into 
account  the  increased  distance  that  steamers,  touching  at  the  Cape  of  Good  Hope,  and  one  or  two  other 
places,  for  coal,  will  have  to  go,  together  with  the  delays  incident  thereto,  we  shall  see  that  our  clipper 
ships  have  not  much  cause  to  fear  that  steamers  will  ever  run  them  off  the  water  in  the  Australian  trade. 
Ships  with  steam,  as  an  auxiliary  only,  may,  if  they  go  direct,  drive  clipper  ships  from  that  track. 

As  it  has  been  already  remarked,  Australia  and  the  United  States  are  antipodal ;  they  are  12,000  or 
13,000  geographical  miles  apart,  and  it  is  about  as  near  to  come  via  Cape  Ilorn,  as  it  is  to  go  via  the  Cape 
of  Good  Hope.  The  steamers,  therefore,  on  their  return  via  the  Cape  of  Good  Hope,  have  head  winds  to 
contend  with  for  that  much  of  the  way;  whereas,  the  canvas  trader,  returning  by  Cape  Horn,  has  fair  winds 
to  go,  and  fair  winds  to  come,  from  the  Cape  of  Good  Hope  all  the  way  east,  even  to  Cape  Horn. 

The  passage  from  Cape  Horn  to  the  United  States  is  sometimes  made  in  from  forty  to  forty-five  days ; 
and  Cape  Horn  may  be  reached  under  canvas  from  Port  Philip,  with  these  westerly  winds  and  long  swells, 
and  by  keeping  well  to  the  south,  in  twenty  or  twenty -five  days. 

I  have  great  confidence  in  the  existence,  regularity,  and  force  of  these  N.  "W.  trades  in  the  great 
Southern  Ocean,  especially  on  the  polar  side  of  45°  S. 

The  opinion  may  be  rash,  or  the  expression  of  it  may  seem  like  a  boast;  but,  be  what  it  may,  I  here 
repeat  the  prediction  which  I  ventured  some  years  ago,  that  the  round  voyage  from  the  United  States  or 
England  to  Port  Philip,  and  home  again,  can  be  made,  and  will  be  made,  under  canvas,  by  the  route  which 
these  investigations  will  discover  for  us,  in  130  or  135  days,  or  less. 

Nay,  I  went  further — for  so  great  is  the  confidence  I  had  in  the  richness  of  this  field  and  in  the 
propelung  power  of  these  westwardly  trades  of  the  extra-tropical  south — and  ventured  the  opinion  that  a 
voyage  of  circumnavigation  could  be  accomplished  by  this  route  in  less  time  than  the  passage  has  ever  yet 
been  made  by  clipper  ships  from  New  York  or  Boston  to  San  Francisco. 

All  these  predictions,  except  the  one  relating  to  the  passage  to  the  United  States,  have  been  fulfilled, 
and  are  now  matters  of  history.     They  were  ventured  in  a  previous  edition. 


796'  THE  WIND  AND  CUKEENT  CHARTS, 

Ship  Tarolinta,  at  Sea,  Feb.  5,  1854. 

My  dear  Sir  :  Finding  it  impossible  to  convey,  within  the  limits  of  your  form  of  "  log,"  much  beyond 
a  record  of  position  and  direction  of  wind,  I  take  the  liberty  of  writing  to  you  the  following  report,  in 
further  illustration  of  the  voyage  lately  performed  by  the  above  ship,  under  my  command. 

It  may  be  worthy  of  remark  in  this  place,  that  I  had  a  good  chronometer  (one  of  Dent's  make),  a 
sextant,  the  error  of  which  was  daily  corrected,  and  that  I  endeavored  to  pay  such  attention  to  observations 
astronomical  and  other,  as  I  thought  necessary  to  give  worth  to  a  report. 

Sailing  from  New  York,  I  adopted  your  book  of  Directions  as  a  guide.  Pursuing  the  route  therein 
advised  for  the  month  of  June,  my  ship  crossed  the  line  in  long.  31°  30' W.;  thirty-six  and  a  half  days  out. 

With  the  wind  from  S.  E.,  I  stood  on,  keeping  the  port  tacks  aboard,  waiting  for  a  slant  to  head  east 
on  the  starboard  tack,  besides  being  induced  to  proceed,  without  fear  of  Cape  St.  Eoque,  by  the  reports  I 
had  received  of  the  absence  of  opposing  currents,  and  of  the  advantages  to  be  gained  in  the  way  of  south- 
westerly breezes  at  night,  along  shore.     In  both  respects  I  met  with  disappointment. 

•  The  fifth  day  from  the  "line"  the  wind  hauled  two  points  to  the  southward,  blowing  from  S.  S.  E.,  or 
with  the  trend  of  the  land  abreast  of  our  position.  In  the  afternoon  of  the  same  day,  the  mouth  of  the 
Eio  Grande  bore  west,  distant  about  eight  miles.  Here  the  current  became  stronger,  amounting  to  2.5 
knots  per  hour,  as  found  by  observation  and  confirmed  by  the  reports  of  fishermen.  I  subsequently  found, 
after  a  number  of  trials,  that  it  seemed  to  have  an  inverse  relation  to  the  depth  of  the  water.  The  weather 
grew  much  worse;  the  wind  varying  in  force  from  moderate  breezes  to  almost  a  calm,  with  frequent  squalls 
coming  from  S.  S.  E.  to  S.  W.,  of  great  force,  and  accompanied  by  heavy  rain.  Several  times  in  the  course 
of  a  watch,  four  or  five  changes  would  occur,  from  a  light  breeze  to  a  stand-by -the-tops'l-halyards  squall. 
Of  these  squalls — I  think  they  were  the  blackest  I  ever  saw.  When  enveloping  the  ship  in  mid-day,  they 
would  reduce  the  light  so  that  you  could  not  see  an  object  more  than  300  yards  distant ;  they  always 
approached  in  an  arched  form,  with  dim,  grayish  light  underneath :  the  extremities  of  the  arch  near,  or 
touching  the  water. 

During  the  period  of  light  winds,  the  ship  of  course  was  swept  to  leeward,  requiring  hard  carrying  in 
the  squalls  to  recover  lost  ground.  In  the  neighborhood  of  the  Eio  Grande  the  luminousness  of  the  water, 
when  disturbed,  was  strikingly  beautiful.  Looking  under  the  counter,  the  keel  could  be  distinctly  seen  by 
innumerable  balls  of  light,  of  a  reddish-yellow  color,  as  large  as  a  32  lb.  shot. 

Between  the  4th  and  8th  parallels  of  south  latitude,  we  saw  an  unusual  number  of  meteors,  some  of 
great  brilliancy,  the  lesser  ones  emitting  a  white  light,  and  appearing  to  be  at  the  ordinary  distance  from 
the  observer ;  the  greater,  a  pale-green  light,  almost  dazzling  to  behold,  and  in  their  flight,  seeming  remark- 
ably near.  Another  peculiarity  was  the  horizontal  direction  of  their  flight,  and  their  leaving  a  train  of 
glittering  sparks  not  unlike  those  seen  towards  the  middle  of  a  rocket's  ascension.  In  size,  they  were  as 
large  or  larger  than  Jupiter,  as  he  appears  near  the  horizon.  Whether  these  differences  in  what  I  have 
styled  the  greater  and  lesser  meteors,  were  due  to  their  respective  distances,  or  to  some  cause  connected 
with  their  production,  must  be  a  question  of  no  inconsiderable  interest. 


ROUTES  FROM  EUROPE  AND  THE  UNITED  STATES  TO  AUSTRALIA,  797 

At  Kio,  I  had  opportunities  to  learn  the  result  of  late  passages  from  the  United  States.  The  opinion 
prevailing  among  the  captains  was  that,  at  the  same  season  of  the  year,  the  better  course  to  pursue,  when 
bound  south  across  the  "line,"  is  straight  from  any  point  east  of  Bermudas,  towards  the  longitude  of  crossing; 
and  that,  when  headed  off  by  adverse  winds,  to  keep  rap  full  down  to  10°  N.,  between  which  parallel  and 
the  "  line"  easting  can  be  made  with  brisk  south  and  S.  S.  W.  winds.  The  shortest  passage  was  made  in 
38  days,  by  a  vessel  pursuing  such  a  route ;  the  longest  passage,  in  76  days,  by  the  old,  not  including  a 
brig,  90  days  from  New  Orleans. 

Sailing  from  Eio,  my  purpose  was  to  reach  50°  S.  as  speedily  as  possible,  without  inclining  much  to 
the  eastward,  leaving  it  a  question  for  future  determination  whether  to  go  south  of  that  parallel  or  not ;  but 
meeting  with  heavy  weather  and  deep,  trying  seas  soon  after  leaving  port,  my  ship  began  to  complain  a 
great  deal,  many  of  her  fastenings  working  more  than  was  pleasant  with  so  long  a  run  before  her ;  and 
what  was  most  vexatious,  the  bolting  of  the  rudder,  as  far  down  as  could  be  seen,  was  gone,  the  pieces 
forming  it  apparently  but  slightly  held  together,  and  playing  from  side  to  side  as  every  swell  touched  it ; 
besides  having  a  wounded  bowsprit,  I  was  deterred  from  going  far  south,  lest  I  should  involve  the  ship  in 
pack  ice. 

It  was  no  fair  weather  track  we  sailed  along — a  clear  stretch  of  7000  miles,  with  heavy  gales  and 
topping  seas  urging  us  on.  But  it  would  be  a  glorious  one  for  a  1500  ton  racer  to  spread  her  canvas  on. 
It  is  the  water  for  making  great  day's  runs — for  Yankee  clippers  to  astonish  the  commercial  world  with 
reports  of  extraordinary  speed.  I  have  never  sailed  in  any  part  of  the  ocean  where  the  winds  were  so 
constantly  strong  and  fair  for  running  east. 

I  found  that  the  gales  in  this  Southern  Ocean  are  similar  to  those  of  the  North  Atlantic  in  their  changes, 
with  reference  to  the  equator,  and  are  attended  with  like  changes  in  the  barometric  column.  A  gale  begin- 
ning at  N.  E.  is  attended  by  misty  or  drizzling  weather,  and  a  falling  barometer ;  veering  to  N.  W.,  the 
weather  improves,  the  barometer  becoming  nearly  stationary;  reaching . W.,  the  wind  falls  light,  with  a 
clearing  sky,  the  barometer  rising  slowly.  Soon  after  this,  it  settles  in  the  S.  W.,  blowing  a  steady  gale, 
the  barometer  now  rising  faster  than  it  fell  in  the  beginning.  I  can  but  give,  in  general  terms,  the 
results  of  my  observations  upon  that  very  useful  instrument,  the  marine  barometer,  in  connection  with 
winds  and  weather,  lest  I  carry  my  report  to  too  great  a  length. 

"With  southeasterly  gales,  attended  with  drizzle,  the  barometer  rises  slowly  until  it  reaches  a  height 
somewhere  about  30.25 ;  then  the  wind  may  be  expected  to  haul  to  the  N.  E.  Never  but  once,  up  to  the 
present  time,  have  I  known  a  wind  springing  up  in  the  S.E.  to  back  into  the  S.  W. 

At  N.  E.,  the  gale  continues  with  the  same  force  and  weather,  barometer  falling  in  the  same  ratio  that 
it  rose  until  it  reaches  29.75,  or  near  it ;  then  the  wind  passes  the  north  point,  blowing  heaviest  at  N.  N.  W. 
(the  barometer  stationary),  a  sort  of  last  effort,  continuing  only  an  hour  or  two.  After  this,  hauls  to  W., 
barometer  rising  slowly ;  soon  getting  south  of  W.,  it  becomes  heavy,  barometer  rising  rapidly. 

South  of  the  lOth  degree  of  latitude,  with  the  barometer  stationary  at  about  30.00,  and  the  wind 


798  THK  WIND  AND  CURRENT  CHARTS. 

freshening  in  the  N.  "W.,  with  drizzling  weather,  a  strong  gale  from  the  north  will  almost  invariably  come 
up  in  a  few  hours,  accompanied  by  thick  weather  and  heavy  squalls,  the  barometer  falling  rapidly. 

It  will  probably  last  until  the  barometer  reaches  29.00,  or  j\  lower,  when  it  will  haul,  moderating 
suddenly,  to  "W".  N.  W.,  with  clearing  weather.  After  the  lapse  of  a  few  hours,  it  will  haul  into  the  S.  W.,  and 
blow  up  heavy,  the  barometer  rising  faster  than  it  fell,  with  fine  weather,  except  an  occasional  snow  or  hail 
squall.  I  find  that,  generally,  after  the  barometer  has  attained  a  height  of  29.75,  the  S.  W.  wind  becomes 
light,  and  backs  into  the  N.  W.,  freshens  up,  and  repeats. 

But  if  the  wind  holds  in  the  N.  W.,  moderate  and  pleasant,  the  barometer  falling  slowly,  it  may 
continue  for  several  days ;  after  which  it  hauls  to  the  S.  W.,  and  blows  a  fresh  and  steady  breeze,  with  clear 
weather,  the  barometer  slowly  rising.  If  the  barometer  does  not  rise  when  the  wind  has  passed  south  of 
west,  or,  perhaps,  continues  to  fall  a  little,  the  wind  also  becoming  light  and  unsteady,  look  out  for  a  heavy 
squall  from  the  south. 

These  southerly  squalls  approach  so  suddenly  that,  at  the  same  time  you  feel  the  southwesterly  air, 
you  see  the  water  foaming  under  the  squall's  advancing  front,  not  more  than  a  few  hundred  yards  distant. 
Their  violence,  short  of  a  tornado,  cannot  be  overrated ;  they  are  charged  with  snow  and  hail,  and  reduce 
the  temperature  to  22°  ;  the  barometer  rising.  After  a  few  hours,  the  weather  moderates  and  clears,  the 
wind  backing  into  N.  W.  If,  however,  the  shift  does  not  take  place  in  a  squall,  but  begins  blowing  up  at 
S.  S.  "W.,  a  heavy  gale  wiU  follow  from  S.  or  S.  S.  B.,  with  thick  weather,  lasting  from  8  to  50  hours,  then 
backing  as  before. 

I  found  a  falling  barometer  to  be  invariably  attended  with  drizzling  weather,  and  a  rising  one  with 
clear  weather ;  and  its  greatest  fall  occurred  when  the  wind  was  a  little  east  of  north.  Its  greatest  rise  is 
always  with  the  wind  S.  "W. 

The  sea  rises  and  falls,  operated  upon  by  the  various  winds,  with  great  rapidity ;  also  showing  a  facility  in 
accommodating  itself  to  any  new. direction  that  is  remarkable.  In  the  log  I  send  you,  you  will  find  the 
results  of  some  estimates  I  made  upon  the  height  of  waves,  their  velocity,  and  the  distance  between  their 
crests.  I  took  observations  upon  the  largest  only,  repeating  them  often  enough  to  give  a  good  approxi- 
mate idea. 

From  longitude  66°  E.  to  104°  E.,  on  or  about  the  47th  parallel,  the  water  had  a  dirty,  shoal  appear- 
ance,'like  that  on  soundings  inside  of  the  Gulf  Stream  along  our  own  coast.  The  swell  ran  in  parallel  lines 
somewhat  like  the  beginning  of  a  breaker.  The  dense  fog  that  prevailed  most  of  the  time,  I  thought,  went 
far  to  account  for  so  strange  an  appearance ;  but,  as  the  same  was  observed  when  the  atmosphere  was  clear, 
I  was  at  a  loss  to  reconcile  it  without  the  existence  of  a  bank  of  soundings.  I  did  not  have  the  lead  cast 
more  than  once,  because  the  wind  was  strong  and  fair,  rendering  it  difficult  to  do  so  to  any  purpose  without 
much  loss  of  time.  And  then,  though  the  ship  was  luffed  to,  no  satisfactory  result  was  obtained,  her  drift 
being  too  great.  After  arriving  in  Port  Philip,  I  learned  from  several  captains  that  they  had  observed  a 
similar  discoloration.     Comparing  the  information  thus  received,  I  found  it  extended  over  a  surface  of 


ROUTES  FEOM   EUROPE  AND  THE   UNITED  STATES  TO  AUSTRALIA.  799 

ocean  lying  in  a  southeasterly  direction,  say  from  lat.  41°  S.  long.  40°  E.  to  lat.  54°,  long.  120°  E.;  the 
direction  of  a  current  you  will  find  in  the  log. 

I  consider  the  display  of  lightning  on  the  20th  October  last  so  remarkable,  that  I  make  the  following 
lengthy  extract  from  my  journal : — 

"  First  part,  light  airs  from  N.  N.  W.  and  calms ;  weather  cloudy ;  barometer  falling  slowly.  Middle 
part,  light  variable  airs  and  clear;  barometer  still  falling.  Latter  part,  variable  airs  and  calms;  weather 
in  the  N.  "W.  dark  and  threatening,  with  an  occasional  flash  of  lightning,  until  8  P.  M.  when  the  breeze 
settled  in  that  quarter;  barometer  falling  fast ;  furled  topgallant  sails,  jib,  and  spanker.  At  9,  calm;  light- 
ning more  vivid,  with  loud  claps  of  thunder ;  hauled  up  the  courses  and  double-reefed  the  topsails,  expect- 
ing a  heavy  burst.  Large  ship  in  sight  heading  S.  E.  with  her  topsail-yards  on  the  cap.  At  10  P.  M.  a 
breeze  springing  up  in  the  N.  W.  accompanied  by  heavy  rain,  thunder,  and  lightning  ;  the  ship  enveloped 
in  pitchy  darkness,  illuminated  by  bright  flashes  every  few  seconds ;  after  each  flash  the  atmosphere  filled 
with  cones  of  light,  darting  about  in  every  direction  along  the  yards  and  rigging,  frequently  passing  within 
arm's  length,  much  to  the  astonishment  of  the  men  on  deck.  Corposants  on  the  mast-heads  and  yard-arms. 
The  lightning  preceding  the  severest  claps  of  thunder  seeming  to  pass  between  the  masts,  close  to  the  deck, 
in  a  horizontal  direction ;  barometer  now  at  a  stand;  temperature  of  the  atmosphere  2°  higher;  no  change 
in  that  of  the  water.     Midnight,  light  breezes  from  the  N.  "W.  and  overcast ;  ship  under  all  plain  sail." 

The  entrance  into  Port  Philip  is  exceedingly  narrow,  being  only  one  and  a  half  miles  wide ;  its  bottom 
is  composed  of  a  ridge  of  angular  rocks,  giving  very  irregular  soundings ;  directly  within  or  without  the 
depth  increases,  over  mud  or  sand. 

It  may  readily  be  imagined  with  what  velocity  the  tide  must  run  through  such  an  entrance,  to  elevate 
or  depress  the  surface  of  so  large  a  bay  three  feet.  This  rapid  tide,  mounting  up  and  seeking  its  way  across 
the  rocky  bottom  of  the  entrance,  produces,  in  the  smoothest  weather,  a  whirling  and  boiling  at  the  sur- 
face ;  and,  when  opposed  by  a  stiff  breeze,  heavy  breakers  arise  and  extend  across  the  entrance,  creating  so 
much  noise  and  confusion  as  might  easily  alarm  a  stranger,  if  he  came  without  a  proper  knowledge  of  it. 

My  ship,  when  between  the  Heads  with  a  stiff  breeze,  became  for  a  few  minutes  totally  unmanageable, 
slewing  round  against  both  helm  and  sails.  The  limits  of  the  reefs  extending  from  the  Heads  cannot  be 
distinguished  by  any  difference  in  the  appearance  of  the  breakers. 

A  rock  with  only  11  feet  of  water  over  it  has  lately  been  discovered,  by  several  vessels  being  wrecked 
upon  it,  dangerously  situated  near  the  extremity  of  the  reef  off  Point  Nepean.  I  send  you  a  clip  from  a 
paper,  defining  its  position.     Pilots  paid  by  government  begin  to  show  themselves  outside  the  Heads. 

However,  a  stranger  need  have  no  fear  of  the  entrance  provided  the  breeze  is  commanding  and  fair,  and 
he  steers  in  according  to  the  directions  of  the  Admiralty's  Charts. 

Good  anchorage  is  found  all  about  the  bay  in  from  ten  to  fifteen  fathoms,  on  a  bottom  of  blue  mud,  so 
tenacious  that  ships  frequently  break  their  windlasses  in  attempts  to  purchase  their  anchors. 

All  vessels  with  cargoes  for  Melbourne  anchor  in  Hobson's  Bay,  where  those  of  more  than  8  feet  draught 
discharge  into  lighters,  the  latter  ascending  the  Yarra-Yarra  (flowing,  flowing)  Eiver,  seven  miles,  to  the  city. 


800  THE  WIND  AND  CURRENT  CHARTS. 

Great  improvements  for  commerce  are  in  contemplation,  land  being  obtained  for  the  purpose  of  con- 
structing wharves  and  docks.  A  railroad  is  also  being  built  to  connect  these  wharves  with  the  city,  and 
pipes  being  laid  for  the  conveyance  of  water  from  the  Yarra  Dam,  near  the  city,  to  the  beach,  to  supply  the 
shipping. 

The  distance  from  the  thriving  village  of  Sandridge,  on  the  beach,  to  Melbourne,  is  two  miles  and  a  half. 

The  winds  in  Hobson's  Bay  prevail  from  S.  S.  E.  to  S.  "W".  Once  or  twice  each  week  a  light  morning 
breeze  blows  out,  enabling  vessels  to  get  outside  of  the  fleet. 

Some  five  or  six  times  during  our  stay  we  had  strong  northerly  winds  lasting  from  twelve  to  forty- 
eight  hours,  and  succeeded  by  the  usual  winds  coming  up  in  a  fresh  squall. 

The  atmosphere,  during  the  continuance  of  these  northerly  winds,  is  hot  and  dry,  a  peculiarity  not  to 
be  wondered  at  when  we  consider  the  aridity  of  the  interior.  It  is  also  charged  with  dust  to  that  degree 
that  a  dense  yellow  fog  seems  to  prevail.     This  dust  is  borne  to  the  opposite  shore  of  the  bay  (60  miles). 

The  shortest  passage  from  the  United  States,  was  80  days ;  the  longest,  140.  The  shortest  passage 
from  Great  Britain,  80  (by  the  Sovereign  of  the  Seas).* 

I  have  not  time  to  send  by  this  mail  anything  in  reference  to  the  passage  from  Melbourne  to  this  place, 
farther  than  what  is  contained  in  this  log. 

Your  obedient  servant, 

S.  P.  GRIFFIN. 
Callao,  February  11,  1854. 

Lieut.  M.  F.  Maury,  U.  S.  N., 

Washington. 


FROM  AUSTRALIA  TO  CALLAO. 


The  Chincha  Islands,  with  their  guano,  offer  a  return  cargo  both  to  Australia  and  California  traders. 
The  way  from  the  former  is  plain,  for  the  navigator  has  fair  winds  and  flowing  sheets  all  the  way. 

This  route  to  Callao  is  the  same  as  the  route  to  Cape  Horn,  until  it  passes  south  of  50°.  The  distance 
from  Port  Philip  to  Callao  is  7,000  miles,  and  the  run  has  been  made  in  34  days.  The  rules  of  the  road  are 
simple. 

From  Melbourne  make  the  best  of  your  way  for  the  intersection  of  the  meridian  of  170°  E.  with  the 
parallel  of  50°  S.  Then  follow  this  parallel  to  its  intersection  with  120°  W.  Arrived  here,  haul  up  for 
your  port,  taking  care  when  you  arrive  at  the  belt  of  light  winds  which  border  the  S.  E.  trades,  to  steer 
due  north  until  you  clear  them  and  get  the  trades,  keeping  your  poj^  to  the  northward  of  N.  E. 

*  I  am  speaking  of  the  time  my  ship  lay  in  Hobson's  Bay. 


FROM  AUSTRALIA  TO  GALLAO. 


801 


Abstract  Log  of  the  Barqiu 

Oem  of  the  Sea  (A.  Bowen). 

From  Port  Philip  to  Oallao. 

Date. 

Latitude 
at  noon. 

Longitude 
at  noon. 

Currents. 
(Knots  per  hour.) 

Bar. 

Temp,  of 
air  at 

WINDS. 

9  A.  M. 

First  part. 

Middle  part. 

Latter  part. 

1853 

1 

Sept.  25 

38° 

30' S. 

144° 

45' W.E.N. E.l  mile   30.0 

54° 

s.w. 

S.W. 

S.W. 

26 

39 

36 

146 

45 

E.  ^  mile  ' 

29.9 

54 

s.w. 

S.W. 

N.E. 

27 

40 

02 

148 

30 

29.5 

55 

N.E. 

North 

N.  by  W. 

28 

42 

00 

152 

45 

29.3 

53 

N.W. 

West 

W.  by  S. 

29 

44 

10 

156 

44 

29.0 

50 

W.  by  S. 

W.  by  S. 

W.  by  S. 

30 

46 

40 

160 

10 

29.5 

50 

W.  by  S. 

W.S.W. 

W.  by  S. 

Oct.      1 

48 

56 

164 

10 

29.5 

52 

W.N.W. 

W.N.W. 

W.  by  N. 

2 

49 

06D.E. 

168 

10 

29.6 

54 

W.N.W. 

W.N.W. 

W.N.W. 

350 

32D.R. 

173 

20 

29.8 

54 

W.N.W. 

N.  W.  by  N. 

N.W.byN. 

450 

30D.E. 

178 

20 

29.8 

52 

N.N.W. 

N.  N.  W. 

N.  by  W. 

550 

28 

177 

00 

29.9 

53 

N.  by  W. 

N.  by  W. 

N.  by  E. 

6  50 

19 

168 

00 

30.0 

53 

North 

North 

N.  W.  by  W. 

7 

50 

16 

162 

00 

29.7 

52 

N.N.W. 

N.W. 

West 

8 

50 

20 

157 

00 

29.6 

52 

N.  W.  by  W. 

W.N.W. 

N.  N.  W. 

9 

50 

24 

152 

00 

29.3 

52 

N.  W.  by  W. 

N.N.W. 

N.  by  W. 

10 

50 

20 

146 

07 

29.0 

52 

N.N.W. 

N.  by  W. 

N.  by  W. 

11 

49 

09 

140 

20 

28.4 

50 

N.  by  W. 

N.  by  W. 

W.S.W. 

12 

47 

22 

137 

20 

28.4 

50 

N.  by  W. 

W.N.W. 

N.W. 

18 

45 

50 

131 

00 

29.0 

52 

W.S.W. 

W.S.W. 

N.W. 

14 

44 

35 

125 

15 

29.8 

53 

N.W. 

N.W. 

N.  W.  by  N. 

15 

43 

07 

119 

15 

29.4 

54 

N.  W.  by  W. 

N.W. 

W.N.W. 

16 

40 

44 

115 

50 

29.1 

54 

W.N.W. 

W.N.W. 

W.S.W. 

17 

38 

10 

111 

10 

29.4 

54 

W.S.W. 

W.S.W. 

S.W.byS. 

18 

35 

58 

106 

50 

29.6 

56 

W.  S.  W. 

S.W.  byS. 

W.  by  S. 

19 

34 

29 

103 

13 

29.8 

58 

W.  S.  W. 

w.  s.  w. 

N.N.W. 

20 

33 

02 

99 

58 

29.8 

58 

W.  by  S. 

W.N.W. 

N.  by  W. 

21 

31 

28 

95 

50 

30.0 

60 

N.N.W. 

North 

N.  by  W. 

22 

29 

48 

92 

50 

30.0 

68 

N.  by  W. 

N.byW, 

North 

23 

28 

47 

90 

50 

30.0 

70 

N.  by  W. 

North 

N.  N.  E. 

24 

26 

05 

91 

25 

Obs.  90  15 

30.0 

72 

North 

N.  by  E. 

N.E. 

25 

25 

34 

No  obs. 

30.0 

73 

N.W. 

E.N.E. 

Calm 

26 

25 

05 

90 

10      ■ 

30.0 

76 

Calm 

N.W. 

N.  N.  W. 

27 

28 

34 

87 

30 

30.0 

72 

N.W. 

N.N.W. 

N.  by  W. 

28'21 

20 

84 

50 

29.9 

68 

N.W.  by  N. 

N.N.W. 

N.  W. 

2919 

17 

83 

00 

29.8 

66 

N.  by  W. 

N.W. 

3017 

37 

81 

37 

29.8 

66 

N.N.W. 

S.E.  byE. 

3115 

00 

79 

50 

29.08 

66 

S.E. 

East 

Nov.     112 

30 

78 

00 

29.8 

66 

E.N.E. 

Sept.  25.  At  9  A.  M.  got  under  way  off  Shortland  Bluff,  and  passed  out  through  the  Heads;  at  10,  with 
a  6  knot  current  setting  out  between  the  heads,  the  tide  rip  had  the  appearance  of  breakers,  so  much  so, 
that  a  stranger  would  not  have  ventured.  Knocked  away  the  head  rail  and  parted  the  larboard  chain 
bowsprit  shroud. 

Sept.  26.  At  6  A.M.  made  Wilson  Promontory  bearing  E.N.E.;  at  9,  saw  Curtis  Island;  passed 
it  at  12. 

101 


802  THE  WIND  AND  CURRENT  CHARTS. 

Sept.  27.  At  1  P.  M.  saw  Kent's  group;  passed  them  at  8,  and  cleared  the  Endeavor  reef  at  11.  This 
carries  us  clear  of  Bass's  Straits  out  into  the  Pacific  Ocean. 

Sept.  28.     Strong  wind,  with  very  heavy  squalls  of  rain  and  hail,  thunder  and  lightning. 

Sept.  29.    Strong  gales,  with  heavy  squalls  of  hail  and  rain.    Lightning. 

Sept.  30.    Fresh  breezes  and  pleasant  weather.     All  sail  set.     Moderate  breezes  with  fog  and  rain. 

I  find  the  marine  barometer,  in  high  south  latitudes,  to  fall  very  low,  as  you  will  see,  to  28.04,  and 
that  without  any  material  change  of  weather  for  some  time.  I  have  noticed  this  some  years  previous  to 
this,  and,  in  the  year  '49,  I  have  had  it  as  low  as  28.2  to  the  south  of  Cape  Horn  without  any  bad  weather 
at  all ;  but,  as  a  general  thing,  the  bad  weather  comes  on  as  the  barometer  rises,  and  I  have  invariably  had 
the  heaviest  part  of  a  S.  W.  gale,  with  the  barometer  at  29.08  ;  and  I  think  you  will  seldom,  if  ever,  get  a 
heavy  gale  to  the  south  of  48°  or  50°  S.,  with  the  glass  as  low  as  28.5.  You  will  have  strong  breezes  with 
cloudy  and  rainy  weather. 

N.  B.— The  Gem  of  the  Sea  has  made  the  quickest  passage  ever  made  from  Port  Philip  to  this 
place. 

Yours  truly, 
Callao,  November  25,  1853.  •  .  A.  BOWEN. 


ROrTE  FROM  AUSTRALIA  AROUND  CAPE  HORN. 

The  homeward  route  recommended  in  the  4th  edition  of  the  Australia  Directory  of  the  Admiralty, 
already  referred  to,  and  published  in  1853,  from  Australia,  is  thus  described  at  page  4 : — 

"  Ships  bound  from  Sydney  to  Europe  or  Hindostan,  from  the  1st  of  September  to  the  1st  of  April, 
may  proceed  by  the  southern  route  through  Bass  Strait,  or  round  Tasmania,  easterly  winds  being  found 
to  prevail  along  the  south  coast  of  Australia  at  that  season,  particularly  in  January,  February,  and  March, 
when  ships  have  made  good  passages  to  the  westward,  by  keeping  to  the  northward  of  40°  S.,  and  have 
passed  round  Cape  Leeuwin  into  the  S.  E.  trade-wind,  which  is  then  found  to  extend  farther  south  than 
during  the  winter  months.  In  adopting  the  southern  route,  advantage  must  be  taken  of  every  favorable 
change  of  the  wind,  in  order  to  make  westing ;  and  it  is  advisable  not  to  approach  too  near  the  land,  on 
account  of  S.  W.  gales,  which  are  often  experienced  even  in  summer,  and  the  contrary  currents,  which  run 
strongest  in  with  the  land.  The  prevalence  of  strong  westerly  gales  renders  the  southern  route  very 
difficult,  and,  indeed,  generally  impracticable  in  the  winter,  although  the  passage  has  been  performed  at 
that  season,  by  ships  in  good  condition,  which  sailed  well ;  but  the  northern  route,  through  Torres  Strait, 
is  preferred  in  the  winter  months." 

Here  is  a  difference  as  wide  as  the  poles,  and  as  far  as  the  east  is  from  the  west.    These  Sailing 


ROUTE  FROM  AUSTRALIA  AROUND  CAPE  HORN.  808 

Directions  wliicb  I  am  now  writing  are  founded  on,  in  fact  they  are  the  results  of,  the  actual  experience  of 
navigators,  and  yet  so  great  is  the  difference  between  them  and  the  British  Admiralty,  the  highest  authority 
known  in  navigation. 

They  recommend  vessels  bound  to  Europe  or  America,  from  Sydney,  to  steer  to  the  southward.  The 
Admiralty  Directory  says,  go  north. 

They  advise  vessels  to  go  through  Cook's  Strait,  or  pass  south  altogether  of  New  Zealand.  The 
Directory  of  the  Admiralty  says,  go  north  of  New  Holland,  and  pass  through  Torres  Strait. 

They  say,  come  east.    The  Admiralty  says,  go  west. 

The  same  "brave  west  winds"  which  take  vessels  so  rapidly  from  the  meridian  of  the  Cape  of  Good 
Hope  eastwardly,  along  the  parallels  of  50°  to  60°  towards  Australia,  will  also  bring  themover  eastwardly 
along  the  same  parallels  towards  Cape  Horn. 

The  investigations  which  have  been  carried  on  at  this  office,  concerning  the  winds  of  that  part  of  the 
ocean,  forbid  me  to  recommend  this  Admiralty  route  to  any  homeward  bound  European  or  American 
vessel,  under  any  circumstances  whatever ;  always  assuming  that  these  Directions  are  intended  for  ships 
that  are  seaworthy,  properly  fitted  and  found.  The  average  passage  to  Europe,  by  this  admiralty  route,  is 
120  days.  Ships  may  occasionally  find  the  easterly  winds  as  low  down  south  as  the  directions  of  the 
admiralty  suggest :  but  it  is  the  exception,  not  the  rule,  so  to  find  them.  In  proof  of  this,  I  refer  to  the 
Pilot  Charts  of  that  part  of  the  ocean,  and  shall  quote  other  authorities. 

To  establish  this  point,  I  take  the  first  abstract  that  I  lay  my  hands  upon.  That  happens  to  be  the 
Thomas  Arbuthnot's — an  English  trader — from  Sydney  to  London,  via  Cape  Horn. 


804 


THE  WIND  AND  CURRENT  CHARTS. 


Abstract  Log  of  the  Thomas  Arhuthnot 

(G.  H.  Heaton). 

Sydney  to  London,  1849, 

Date. 

Latitude 
at  noon. 

Longitude 
at  noon. 

Bar. 

THEB.  9  A.  M. 

Winds. 

BEMABE8. 

Air. 

Water. 

April  23 

41°07'  S. 

179°54'  E. 

29.95 

64° 

62° 

East 

Variable  and  clear. 

24 

44  10 

177  31   W. 

29.60 

62 

59 

E.  by  N. 

Moderate  and  clear. 

25 

46  27 

173  55 

30.00 

61 

58 

E.  to  N. 

Strong  breezes  and  heavy  rain. 

26 

47  42 

171  24 

30.10 

58 

54 

KtoN.N.W. 

Strong  breezes  and  heavy  rain. 

27 

49  04 

171  04 

30.20 

58 

56 

East 

Moderate  and  clear,  a  heavy  swell. 

28 

50  01 

166  14 

30.08 

58 

54 

N.  E.  to  N.  W. 

Steady,  strong  breezes,  and  clear. 

29 

50  14 

160  40 

29.70 

55 

53 

W.  N.  W. 

Steady,  strong  breezes,  and  clear. 

30 

50  32 

154  59 

29.70 

54 

52 

West 

Steady,  strong  breezes,  and  clear. 

May       1 

50  49 

150  22 

29.80  153 

51 

West 

Steady,  strong  breezes,  and  very  cold. 

2 

50  47 

145  02 

29.70 

54 

49 

West 

Steady,  strong  breezes,  and  very  cold. 

3 

51  24 

139  48 

29.60 

58 

48 

West 

Steady,  hard  gales,  and  very  cold. 

4 

52  04 

134  30 

29.70 

52 

47 

West 

Steady,  hard  gales,  and  very  cold. 

5 

52  19 

128  35 

29.75 

50 

46 

West 

Hard  gales,  very  cold. 

6 

52  48 

123  32 

29.70 

50 

44 

West 

Hard  gales,  very  cold. 

7 

53  11 

117  50 

30.05 

50 

44 

N.  W.  to  W. 

Hard  gales,  very  cold,  hazy,  and  damp. 

8 

53  40 

112  48 

30.08 

50 

44 

W.S.W.toS.W. 

Hard  gales,  very  cold,  hazy,  and  damp. 

9 

54  09 

106  37 

29.50 

50 

44 

S.W. 

Hard  gales,  much  sea,  much  snow. 

10 

54  33 

101  34 

29.35 

50 

44 

S.W.  to  W. 

Moderate  breezes  and  clear. 

11 

56  06 

96  23 

29.50 

45 

44 

S.  W.  to  S. 

Freshening  gales,  with  a  high  sea. 

12 

55  21 

92  06 

29.20 

43 

40 

S.S.E.to  W. 

First  part  hard  gales;  ends  moderating. 

13 

56  24 

86  38 

29.22 

44 

43 

West 

Steady,   strong  winds,   heavy   squalls, 
and  rainy. 

14 

56  40 

80  24 

29.50 

44 

42 

West 

Steady,  strong  winds,  heavy  snow,  and 

15 

56  40 

75  27 

29.48 

46 

48 

S.W.toS.S.E. 

rain. 
Variable,  with  light  rain ;  ends  increas- 

16 

56  52 

69  10 

29.35 

40 

40 

South 

ing,  snow. 
Very  heavy  squalls,  high  sea. 

17 

56  52 

65  20 

29.17 

42 

38 

S.W.toS.S.E. 

Very  heavy  squalls ;  2  P.  M.  saw  Diego 
Eamirez  Island. 

18 

55  05 

60  19 

29.50 

43 

40 

S.  E.  to  N.  W. 

Heavy  gales,  with  lots  of  snow. 

19 

53  21 

55  24 

29.35 

42 

42 

S.  W.  to  S. 

Heavy  breezes,  continual  snow  squalls. 

20 

51  15 

51  17 

29.50 

42 

42 

S.  E.  to  S. 

Heavy  breezes,  continual  snow  squalls. 

21 

49  57 

48  23 

26.48 

44 

42 

S.  W.  to  S. 

Moderate  and  clear. 

Now  this  is  not  a  very  fast  ship,  yet  in  forty  days  from  Sydney  she  had  doubled  Cape  Horn. 

She  did  not  get  into  those  "brave  winds"  until  April  27,  lat.  49°  S.  From  that  time  till  May  17, 
when  she  was  off  the  Horn,  she  ran  with  flowing  sheets  through  these  free  winds  of  the  west,  106°  of 
longitude  in  20  days,  which  gives  her  the  average  rate  of  5°  18',  say  200  miles  per  day. 

The  barque  Gem  of  the  Sea  (A.  Bower),  which  took  the  admiralty  route  to  Australia,  and  missed 
the  strength  of  these  westerly  winds,  resolved  to  avail  herself  of  them  from  Port  Philip  to  Callao.  She 
accordingly  followed  very  nearly  the  great  circle  route,  reaching  the  parallel  of  50°  south,  in  about 
longitude  169°  east,  and  not  recrossing  it  until  140°  west  (9  days).  She  arrived  at  Callao,  November  1, 
1853,  after  a  very  quick  run  of  37  days  from  Port  Philip.  Steam  could  not  have  done  much  better. 
She  had  westerly  winds  all  the  way,  until  she  reached  the  parallel  of  19°  S.,  longitude  83°  W.  It  is 
unusual,  however,  to  carry  these  westerly  winds  so  far  up  into  the  region  of  S.  E.  trades. 


FROM  AUSTRALIA  TO  CHINA.  805 

Again,  the  distance  home  from  Australia  is  very  much  the  same  by  Capo  Horn  as  it  is  by  the  Cape  of 
Good  Hope. 

It  is  obvious,  therefore,  that  a  vessel,  running  before  these  west  winds,  to  Cape  Ilorn,  takes  a  route 
home,  which,  as  to  time — the  true  measure  of  distance — is  much  nearer  than  it  would  be  to  steer  west  in 
the  face  of  these  winds.  But  the  Admiralty  Directory  recommends  the  navigator,  it  may  be  said,  to  go 
north,  to  get  out  of  the  region  of  these  west  winds ;  to  go  where  the  winds  are  easterly,  and  then  steer  west. 

In  reply,  it  may  be  remarked  that,  by  going  towards  the  equator,  you  go  away  from  the  great  circle, 
where  the  degrees  are  short,  and  the  distance  shortest,  into  parallels  where  the  degrees  are  long,  and  the 
distance  greatest ;  and  then  the  easterly  winds  are  not,  for  speed,  equal  to  those  of  the  "  bonny  west,"  farther 
south. 

These  winds  are  already  beginning  to  be  known  so  well  to  the  Australian  traders,  that  it  is  usual  for 
them,  I  am  told,  when  bound  home  by  this  route,  to  strike  topgallant-masts,  before  leaving  port.  It  is  a 
voyage  that  tries  ship  and  crew ;  but  of  all  the  voyages  in  the  world,  that  part  of  it  between  the  offings 
of  Australia  and  Cape  Horn  is  perhaps  the  most  speedy  for  canvas. 

There  it  may  outrun  steam. 

I  have  deemed  it  proper  thus  to  allude  to  what  I  consider  faulty  Sailing  Directions,  because  that  Direc- 
tory is  uttered  by  the  highest  authority  known  to  navigators  ;  and  because  it  was  necessary  to  point  out 
wherefore,  and  wherein,  I  differ,  that  navigators  may  then  be  enabled  the  better  to  choose,  each  for  himself, 
which  of  the  two  to  follow.  And  I  may  add,  that  I  have  not  yet  heard  of  a  single  homeward  bound  vessel 
taking  the  admiralty  route  from  Australia.  Certainly,  none  who  are  co-operating  with  me,  have  returned 
an  abstract  log  for  that  voyage. 


FROM  AUSTRALIA  TO  CHINA. 


Vessels  bound  from  the  southern  ports  of  Australia,  in  the  season  from  September  to  April,  may  go 
west  of  New  Holland;  but  at  other  seasons,  and  from  Sydney  and  the  east  coast,  it  is  better  to  go  east. 

Observations  are  very  much  wanted  in  all  these  parts  of  the  sea,  and  owing  to  the  want  of  them,  I  am 
not  prepared  to  issue  any  sailing  directions  for  the  various  routes  to  and  fro  across  the  Indian  Ocean,  and 
its  neighboring  seas.  I  can  only  venture  a  suggestion  here  and  there,  which  I  hope  will  be  regarded  by 
navigators  merely  as  suggestions  for  their  consideration.  Being  in  the  dark  as  to  the  peculiarities  of  the 
winds  and  currents,  the  following  abstract  log  will  perhaps  afford  navigators  more  and  better  light  as  to 
this  route,  and  its  winds,  during  the  season  when  it  was  made,  than  they  would  be  likely  to  derive  from 
any  information  that  it  is  in  my  power  to  give. 


809 


THE  WIND  AND  CURRENT  CHARTS. 


Abstract  Log  of  the  Ship  Qveen  of  the  East  (TbumAN  Bartlett).     From  Sydney  to  Hong-Kong. 


THER.  9  A.  M 

WINDS. 

Date. 

Latitude 
at  noon. 

Longitude 
at  noon. 

Currents. 
(Knots  per  hour. 

Bar. 

Air 

Water. 

First  part. 

Middle  part. 

Latter  part. 

1854 

April   1 

33° 

lO'S. 

156= 

20' E 

30.3 

68° 

74° 

s.w. 

s.  s.  w. 

South 

2 

32 

37 

160 

34 

30.21 

68 

75J 

South 

S.S.E. 

S.E. 

3i30 

32 

163 

52 

30.3 

69 

75 

S.E.byE. 

S.  E.  by  E. 

S.  E.  by  E. 

4 

28 

52 

165 

51 

30.3 

69 

75 

E.S.E. 

E.S.E. 

E.S.E. 

5 

27 

16 

167 

12 

30.3 

71 

76 

E.S.E. 

E.S.E. 

E.S.E. 

6 

25 

20 

168 

40 

30.1' 

72 

76 

E.  by  S. 

East 

E.  by  S. 

7 

23 

22 

169 

30 

30.0 

77 

78 

E.  by  S. 

E.  by  S. 

E.  by  S. 

8 

21 

23 

170 

56 

29.8^- 

78 

78 

E.  by  S. 

East 

East 

9 

17 

28 

171 

12 

29.7 

83 

82 

E.  by  S. 

E.S.E. 

E.  by  S. 

10 

13 

33 

170 

58 

36  miles,  W. 

29.6  J 

85 

85i 

E,  by  S. 

E.  by  S. 

E.  by  S. 

11 

10 

44 

170 

40 

24,  W. 

29.6" 

88 

86J 

E.  by  S. 

East 

East 

12 

9 

14 

169 

57 

29.6 

88 

87^ 

E.N.E. 

E.  by  S. 

N.E.  byE. 

13 

6 

44 

168 

45 

29.6 

87 

88 

N.E.  byE. 

N.  E.  by  E. 

N.  E.  by  E. 

14 

5 

00 

167 

00 

15,  W. 

29.5 

86 

88 

N.E. 

N.E.  byE. 

N.E.  by  E. 

15 

4 

04 

165 

40 

24,  W. 

29.6 

87 

89 

E.N.E. 

E.S.E. 

E.S.E. 

16 

3 

10 

164 

40 

29.4 

87 

88 

E.N.E. 

E.S.E. 

S.E. 

17 

2 

28 

164 

30 

29.5 

88 

90 

N.E. 

East 

S.E. 

18 

1 

14 

163 

00 

18,  W. 

29.6 

87 

89i 

S.E. 

East 

N.E. 

19 

0 

32 

162 

33 

29.6 

90 

89 

Variable 

Variable 

Variable 

20 

0 

19N. 

161 

45 

20,  W. 

29.5 

86 

89J 

East 

E.N.E. 

N.E. 

21 

0 

55 

161 

20 

29.5 

88 

90 

Calm 

Calm 

N.E. 

22 

1 

08 

160 

58 

29.5 

88 

89^ 

N.E. 

Calm 

Calm 

28 

1 

32 

160 

55 

29.6^ 

87 

89 

N.E. 

N.W. 

N.E. 

24 

3 

32 

159 

30 

29.6  i 

81 

88 

N.E. 

E.N.E. 

E.N.E. 

25 

5 

16 

157 

12 

29.6' 

82 

87J 

N.E.  byE. 

N.E.  byE. 

N.  E.  by  E. 

26 

8 

06 

155 

00 

29.7 

84 

861 

N.E.  byE. 

N.E. 

'N.E. 

27 

10 

28 

151 

30 

24,  W.S.W. 

29.7 

83 

85' 

N.E. 

N.E. 

N.E. 

28 

12 

09 

148 

35 

24,  W.S.W. 

29.7 

82 

85 

N.E. 

N.E. 

N.E. 

29 

12 

53 

146 

18 

29.7 

85 

85 

N.E. 

N.E. 

N.E. 

30 

13 

04 

144 

50 

29.7 

86 

85 

N.E. 

N.E. 

N.E. 

May     1 

14 

37 

142 

17 

24,  Westerly 

29.7 

86 

85 

N.E. 

N.E. 

N.E. 

2 

14 

30 

140 

04 

None 

29.7 

86 

86 

N.  N.  E. 

E.N.E. 

E.N.E. 

3 

15 

30 

138 

03 

12,  Westerly 

29.6 

86 

89 

N.  N.  E. 

N.  N.  E. 

East 

4 

15 

54 

136 

40 

12,  W.S.W. 

29.6|:86 

88 

N.  N.  E. 

East 

E.S.E. 

5 

16 

37 

134 

37 

12,S.W.byW. 

29.7 

85 

88 

N.E. 

N.E. 

E.N.E. 

6 

17 

37 

132 

28 

Little,  if  any 

29.7 

85 

87 

East 

S.E. 

N.E. 

7 

18 

13 

131 

07 

29.8 

86 

86 

N.E. 

East 

N.E. 

8 

18 

25 

129 

13 

24,  E.S.E. 

29.7 

85 

87 

East 

East 

East 

9 

18 

37 

127 

53 

38,  E.S.E. 

29.7 

86 

88  J 

E.S.E. 

East 

E.S.E. 

10 

19 

00 

126 

40 

15,  E.S.E. 

29.7 

87 

86| 

E.S.E. 

S.E. 

S.E. 

11119 

43 

125 

10 

None 

29.7 

86 

85 

S.E. 

East 

E.N.E. 

12!20 

00 

123 

41 

29.6^86  1 

85 

S.E. 

S.E. 

S.S.E. 

1320 

10 

120 

30 

29.7 

85 

88 

S.S.E. 

S.S.E. 

S.S.E. 

1420 

00 

118 

35 

29.7 

86 

88 

S.E. 

S.E. 

S.E. 

1520 

24 

115 

54 

29.7 

86 

87^ 

S.E. 

East 

.   East 

April  1.     I 

'hrougli 

April  2. 

do. 

April  3. 

do. 

April  4. 

do. 

April  5. 

do. 

April  6. 

do. 

April  7. 

do. 

AprU  8. 

do. 

April  9. 

do. 

April  10. 

do. 

FROM  AUSTRALIA  TO   CHINA.  807 

Sailed  from  Sydney  March  31,  with  a  moderate  S.  W.  wind.    At  noon,  the  Heads  bore  W.  by  S.,  20 
miles  distant. 

Throughout,  fresh  breeze,  with  passing  clouds. 

do.  clear,  fine  weather ;  smooth  sea. 

do.  frequent  squalls  of  fine  rain ;  tide  rips, 

do.  with  dry  passing  clouds, 

strong  breeze  and  squally ;  under  single  topsails, 
do.  fine  rain ;  bad  sea. 

do.  and  passing  clouds ;  all  sails  set. 

do.  squalls  of  wind  and  rain ;  reefed  topsails, 

do.  all  sails  set. 

do.  do. 

April  11.    First  part,  a  moderate  breeze  and  clear  weather ;  middle  and  latter  parts,  airs. 
April  12.    Throughout,  a  moderate  breeze  and  clear  weather. 

April  13.  do.  do,  do.  water  smooth  and  discolored. 

April  14.  do.  do.  do.  do.  do, 

April  15.  do.  light  breeze,  and  clear  hot  weather. 

April  16.    First  part,  a  light  breeze ;  at  2  P.  M,  a  heavy  bank  rising  from  the  E.  S.  E.,  a  hard  squall 
of  wind  and  rain  to  the  end  of  the  day. 

April  17.    Throughout,  light  airs,  and  clear  hot  weather. 
April  18.    First  and  middle  parts,  much  rain ;  latter  part,  clear  weather. 

April  19.     Throughout,  a  light  breeze  all  around  the  compass ;  passed  over  the  place  assigned  to  the 
Isle  of  Sharks;  saw  no  appearance  of  land. 

April  20.     Light  airs  throughout,  with  squally  appearances. 

April  21.     First  and  middle  parts,  calm ;  latter  part,  a  light  breeze,  clear  weather. 
April  22.    First  part,  a  light  air ;  middle  and  latter  parts,  calm,  heavy  rain  squalls. 
April  23,    Throughout,  light  airs  and  rain  squalls. 
April  24.    Throughout,  dark,  cloudy  weather,  with  hard  squalls  of  rain. 
April  25.    First  part,  a  fresh  breeze,  and  rain ;  latter  part,  clear  weather. 

April  26.    Throughout,  a  good  steady  trade,  and  clear  weather ;  at  2  P.  M.  saw  the  Seven  Islands.    I 
made  the  westernmost  isle  in  lat.  5°  44';  long.  157°  22'  E.;  passed  over  the  location  of  Bordelaise;  saw  no 
appearance  of  land.    I  have  since  learned  it  does  exist,  but  is  laid  down  wrong. 
April  27,    Throughout,  a  moderate  N.  E.  trade,  with  hard  passing  clouds. 
April  28.    Throughout,  a  moderate  N.  E.  trade,  with  hard  passing  clouds, 
April  29.    Throughout,  a  light  breeze  and  clear  weather. 

April  30.    Throughout,  a  light  breeze  and  hazy  weather ;  at  6  A.  M.  saw  the  Island  Guam  W.  K  W., 
20  miles  distant ;  at  noon,  the  S.  "W.  part  of  the  island  bore  N.  by  W.  10',    This  island  appears  to  be  laid 


808  THE  WIKD  AND  CUKKENT  CHARTS. 

down  correctly.  The  land  is  rather  high,  and  can  be  seen  in  clear  weather  50  miles.  There  are  several 
low  islands  lying  to  the  south  and  west  of  it,  4'  to  6'  distant,  with  reefs.  It  would  not  be  safe  in  a  dark 
night  to  run  for  the  island  between  these  bearings. 

May  1.     Throughout,  a  moderate  breeze  and  clear  weather ;  sea  very  smooth. 

May  2.     Throughout,  light  breeze  and  clear  weather;  sea  very  smooth. 

May  3.     Throughout,  light  breeze  and  clear  weather ;  sea  very  smooth. 

May  4.     Throughout,  light  breeze  and  clear  weather ;  sea  very  smooth. 

May  5.    First  part,  clear  weather ;  middle  and  latter  parts,  rain  and  squally.     Wind :  light. 

May  6.  First  part,  squally  weather;  at  3  P.  M.  a  heavy  squall  of  wind,  rain,  thunder,  and  lightning; 
the  first  lightning  I  have  seen  since  leaving  Sydney. 

May  7.     First  and  middle  parts,  light  airs  and  squally  weather ;  latter  part,  clear  weather. 

May  8.     Throughout,  a  light  breeze  and  clear  weather ;  sea  smooth  as  a  pond. 

May  9.  do.  do.  .  do. 

May  10.  do.  do.  do. 

May  11.  do.  do.  do. 

May  12.  do.  do.  do. 

May  13.  First  part,  a  light  breeze ;  middle  and  latter  parts,  a  fine  breeze  with  clear  weather  ;  at  mid- 
night, made  Claro  Babuyan,  bearing  W.  20  miles  distant ;  at  3  A.  M.  Babuyan  bore  south,  and  the  Bantling 
EocksN.E.byN. 

May  14.     Throughout,  moderate,  clear,  beautiful  weather. 

May  15.  do.  do.  do. 

May  16.  Throughout,  a  moderate  breeze  and  clear  weather;  at  6  A.M.  made  Great  Leman  Island 
bearing  N.  W.;  at  11  A.  M.  anchored  in  Hong-Kong  Harbor,  46  days  from  Sydney.  Distance  sailed,  6,137 
miles. 

TEUMAN  BAETLETT. 

Hong-Kong,  May  20, 1854. 


THE  ROUTE  TO  INDIA. 


The  route  from  the  North  Atlantic  to  India,  Java  Head,  the  "  Eastern  passages,"  and  all  ports  beyond, 
is  the  same  as  the  route  to  Australia,  at  least  until  the  calm  belt  of  Capricorn  in  the  South  Atlantic  be 
cleared,  and  thence  frequently  until  the  meridian  of  40°  E.  be  approached.  Here  the  road  forks  and  the 
Indiaman  takes  the  left. 

I  have  not  yet  received  log-books  enough  from  vessels  cruising  in  the  Indian  Ocean,  to  justify  a 
thorough  discussion  of  the  winds  of  that  sea ;  but,  after  attentively  considering  the  present  route  to  India, 


TUB   ROUTE  TO   INDIA.  809 

I  think  I  may  anticipate  that  discussion  somewhat,  for  I  perceive  room  for  improvement,  by  which  a  day 
or  two  at  least  may  be  saved  on  that  passage.  In  studying  the  routes  of  navigation  out  upon  the  high 
seas,  nothing  has  surprised  me  more  than  the  fidelity  with  which  the  pioneer  voyagers  have  been  followed. 
In  olden  times,  he  who  had  been  the  first  to  make  any  particular  voyage,  came  back  and  told  the  way  he 
went ;  he  could  speak  of  no  other,  for  he  knew  of  none ;  then  came  the  follower,  who  naturally  would  go 
the  same  way ;  and  finally  tradition  led  to  the  establishment  of  highways  by  routes  across  the  ocean 
which  chance  had  pointed  out.  They  were  adopted  in  the  directories  of  the  ocean,  and  at  last  became 
in  some  instances  so  well  established,  that  if  a  shipmaster  ventured  to  depart  from  them,  as  therein 
laid  down,  he  departed  at  his  peril  and  at  imminent  risk.  If,  by  the  departure,  he  by  chance  should  have 
a  long  passage,  he  ran  the  risk  of  being  turned  out  of  his  ship  by  owners ;  and  if  accident  befell  him  by  the 
way,  even  though  he  should  make  a  good  passage,  underwriters  might  have  something  to  say  about  his 
being  out  of  the  usual  route,  and  thus  he  was  in  danger  of  losing  his  insurance  as  well  as  his  place. 

More  attempts  seem,  however,  to  have  been  made  by  navigators  to  find  new  routes  to  India  and  the 
East,  than  to  almost  any  other  land  beyond  the  seas.  There  is  what  was  called  the  eastern  passage, 
which  lies  south  of  Australia ;  this  now  is  seldom  or  never,  and  should  be  never,  attempted,  unless  for 
very  special  reasons.  Then  there  was  the  Boscawen  Passage,  the  Middle  Passage,  the  Inner  Passage,  the 
Passage  to  the  Eastward  of  Madagascar;  and  to  China,  the  routes  through  the  various  straits  east  of 
Sunda,  and  others  which  I  need  not  describe  nor  discuss.  I  need  not  describe  them,  because  they  are  fully 
described  by  Horsburgh,  and  are  usually  projected 'on  the  charts  of  those  seas:  and  I  need  not  discuss 
them,  because  I  have  not  the  data  which  would  justify  any  discussion  except  one  based  upon  mere  general 
principles:  I  shall  not,  therefore,  be  able  yet  awhile  to  throw  any  light  upon  the  routes  to  India  or  the 
East,  after  the  voyager  enters  the  monsoon  region  of  the  Indian  Ocean.  All  that  I  feel  myself  justified  at 
present  in  saying  with  regard  to  the  route  to  India  or  China,  applies  to  it  before  it  enters  those  regions, 
and  while  it  and  the  route  to  Java  Head  and  the  passages  east,  are  for  the  most  part  the  same. 

I  will  address  myself,  therefore,  for  the  present,  only  to  that  part  of  the  route  to  Java  Head  which 
lies  south  of  the  calm  belt  of  Capricorn,  and  which  is  included,  for  the  most  part,  between  the  meridians 
of  20°  or  80°  W.,  and  80°  or  90°  E. 

A  vessel  bound  through  the  Straits  of  Sunda,  after  crossing  the  equator  in  the  Atlantic,  generally 
holds  her  wind,  hauling  up  to  the  eastward,  as  the  S.  E.  trades  will  allow,  until  she  gets  into  the  calm 
belt  of  Capricorn.  Here,  though  she  does  not  find  long  continued  calms,  she  finds  nevertheless  those 
light  winds  which  are  always  found  to  prevail  in  that  sort  of  debatable  ground,  which  is  between  two 
systems  of  winds:  this  calm  belt  is  between  the  S.  E.  trades  on  one  side,  and  the  variables  or  "brave  west 
winds,"  of  the  southern  hemisphere  on  the  other. 

Having  cleared  the  trades,  she  then  edges  off  a  little  to  the  east  of  south  until  she  gains  the  parallel  of 

35°-37° ;  crossing  this,  she  hauls  up  due  east,  between  the  parallels  of  37°  and  39°  and  runs  between 

them — the  place  of  all  others  where  the  southern  edge  of  the  cyclones  of  those  parallels  is  most  apt  to  be 

felt  adversely — from  the  prime  meridian  to  long.  80°-8o°  E.     Here  she  begins  to  head  up  to  the  north,  and 

102 


818  THE  WIND   AND   CURRENT   CHARTS. 

crosses  this  calm  belt  in  the  Indian  Ocean,  again  obliquely,  which  should  never  be  done.  These  calm 
belts  should  always,  whenever  the  land  and  dangers  will  admit,  be  crossed  as  directly  on  a  meridian  as  the 
winds  will  allow ;  for  the  sooner  you  cross  them,  the  sooner  you  will  get  winds  that  will  drive  you  along. 

Such  is  the  course  of  the  present  route,  which  can  be  shortened  at  least  a  day  or  two  by  any  vessel 
that  will  follow  these  directions : — 

After  crossing  the  parallel  of  St.  Eoque,  stand  through  the  S.  E.  trades  with  a  rap  full,  as  if  you  were 
bound  to  Australia,  not  caring  to  make  better  than  a  S.  S.  E.  course  good,  until  you  lose  the  trades,  clear 
the  calms  of  Capricorn,  and  get  the  "  brave  west  winds"  on  the  polar  side  of  them.  If  you  follow  these 
directions,  you  will  generally  clear  the  calms,  and  get  these  west  winds  by  the  time  you  reach  lat.  30°-37° — 
finding  yourself,  at  this  juncture,  somewhere  between  the  meridians  of  20°  and  30°  west.  Now  shape  your 
course  per  great  circle  for  the  intersection  of  parallel  of  35°,  with  the  meridian  of  85°  E.,  or  any  other 
near  which  it  may  be  deemed  advisable,  with  the  changing  seasons,  to  enter  the  region  of  S.  E.  trades  of 
the  Indian  Ocean. 

The  following  route,  from  30°  "W".  85°  S.  to  the  intersection  of  this  parallel  with  85°  E.,  differs  so 
little  from  the  great  circle  that  the  difference  becomes  practically  of  no  moment : — 

Suppose  you  clear  the  calms  of  Capricorn  in  lat.  35°,  long.  30°  W.,  steer  for  the  meridian  of  10°  E., 
at  its  intersection  Avith  the  parallel  of  50°  south ;  then,  run  on  this  parallel  to  long.  50°  E.  From  this 
point  steer  for  the  intersection  of  85°  E.,  and  35°  S.  The  distance  to  be  run  south  of  the  parallel  of  35° 
being  5,300  miles — the  distance  by  the  present  route  being  5,500 — so  here  is  one  day's  sail  gained  by  the 
"short  cut,"  and  certainly  better  winds.  But,  suppose  you  have  good  luck  in  the  South  Atlantic,  and  can 
clear  the  calms  of  Capricorn  in  20°  W.  instead  of  in  30°  W.,  but  in  the  same  latitude,  your  course  then  is 
to  aim  to  strike  the  parallel  of  50°  in  20°  E.,  and  then  run  along  it  as  before  to  50°  E. ;  the  distance  south 
of  35°,  by  this  route,  being  4,900  miles. 

But  suppose  the  winds  favor  you  still  more,  and  you  be  in  10°  W.  before  you  reach  the  parallel  of 
85°.  In  this  case,  you  should  run  between  the  parallels  of  45°-46°  till  you  come  to  the  meridian  of  50°  E. ; 
you  should  so  shape  your  course  from  10°  W.  as  to  get  between  these  parallels,  near  the  meridian  of  20° 
east.  The  distance  south  of  35°,  by  this  route,  is  4,400  miles ;  in  other  words,  the  distance  from  the  usual 
place  of  crossing  the  parallel  of  St.  Koque  to  Java  Head,  is — 

By  present  route        .         .   ' 9,200  miles. 

"    1st  of  the  above 8,940     " 

"    2d   "  " 8,730      " 

"    3d   "  " 8,520     " 

If  the  winds  were  fair  all  the  way,  the  nearest  route  to  Java  Head,  from  the  fair  way  off  St.  Eoque, 
would  be  via  the  Cape  of  Good  Hope ;  indeed,  the  great  circle  runs  through  the  unexplored  regions  of 
Africa.  But  both  the  winds  and  the  land  render  such  a  route  in  navigation  impracticable  ;  for  the  former 
generally  compel  the  outward  Indiaman,  in  spite  of  herself,  to  cross  the  meridian  of  25°  west,  as  far  south 
as  the  parallel  of  30°-33°  S. ;  and  the  great  circle  thence  to  Java  Head  passes  some  8°  or  10°  south  of  the 


THE   BOUTE  TO   INDIA.  811 

Cape  of  Good  Hope.  Moreover,  the  winds  in  the  Indian  Ocean  render  a  departure  from  the  great  circle 
again  necessary.  The  winds  are  such,  however,  as  to  admit  of  all  four  of  the  above  named  routes.  The  route 
No.  3  is  600  miles  shorter,  and  ias  better  winds  than  the  present  route.  But,  after  clearing  the  S.  E.  trades 
of  the  Atlantic,  it  runs  about  1,000  miles  obliquely  across  the  calms  of  Capricorn,  where  the  average  rate 
of  sailing  is  not  over  100  miles  a  day.  Now,  by  going  straight  across  these  calms  aa  by  route  Ist,  you 
will  clear  them  generally  in  two  days,  and  then  get  those  "brave  west  winds"  which  will  waft  you" along  at 
the  rate  of  200  or  300  miles  a  day,  according  to  the  heels  of  the  ship. 

The  navigator,  therefore,  will  act  most  wisely  who  will  wait,  and  let  things  as  he  may  find  them  govern 
him  as  to  where,  after  passing  the  S.  E.  trades,  he  will  begin  to  shape  his  course  for  the  great  circle  to  the 
meridian  of  86°  E.,  or  that  near  which  he  proposes  to  cross  the  calms  of  Capricorn  in  the  Indian 
Ocean.  He  may  begin  to  do  it  anywhere  south  of  30°,  and  between  the  meridians  of  30°  and  10°  W., 
and  reach  Java  Head  two  or  three  days  sooner,  on  the  average,  than  he  would  by  continuing  to  follow  the 
present  route. 

In  attempting  to  follow  these  great  circle  routes,  navigators  should  recollect  that  the  greatest  saving 
of  distance,  as  compared  with  the  rhumb-line  route,  is  always  along  those  arcs  that  lie  nearly  east  and  west, 
and  are  farthest  from  the  equator ;  and  that,  so  far  as  distance  is  concerned,  he  might  as  well  be  out  of  his 
way  on  one  side  of  these  arcs,  as  the  other.     As  illustrative  of  this  route,  I  may  refer  to  the  track  of  the 

ship ,  with  regard  to  which  I  will  only  say  that,  if  she  had  stood  on  from  lat.  28°  to  35°  (at 

that  season),  in  long.  20°  W.,  and  then  shaped  her  course  per  great-circle  route,  she  would  probably  have 
done  better ;  as  it  is,  she  crossed  the  meridians  as  follows  : — 

0°     in    36°  20'  S. 

20°  E.  "    38°  20' 

40°      "    38°  35' 

60°      "    38°  00' 

70°      "    38°  20' 

80°      "    36°  00' 

90°  "  33°  00' 
"Arriving  in  lat.  28°  00'  S,,  long.  22°  00',  I  projected,"  says  her  master,  "on  my  chart  the  great-circle 
course  thence  to  Java  Head,  the  vertex  being  in  lat.  44°  00'  S.,  and  long,  about  25°  00'  E. ;  I  adhered  to  this 
course  as  far  aa  practicable,  having  in  view  the  favorable  sailing  points  of  the  vessel,  and  being  compelled 
to  run  her  before  some  of  the  heavy  seas  in  the  high  latitudes,  until  reaching  the  parallel  of  30°  00'  in  long, 
about  69°  00'  E.,  when  I  deemed  it  prudent  to  keep  to  the  eastward  of  the  great  circle  course,  and  approach 
the  meridian  of  Java  Head  farther  south,  to  forelay  for  the  chance  of  there  being  considerable  easting  in  the 
trades.  I  crossed  the  tropic  in  about  94°  30'  E.  long.,  and  fetched  Java  Head  sailing  upon  an  easy  bow- 
line (which  is  a  good  sailing  point  of  the  vessel,  and,  I  believe,  of  most  sharp  vessels).  I  will  remark  here, 
that  I  could  find  nothing  explicit  in  'Horsburgh'  regarding  the  direction  of  the  wind  in  the  S.  E.  trades; 
but,  after  many  unsatisfactory  remarks,  the  whole  is  summed  up  on  page  161,  vol.  1, 5th  edition,  thus :  '  When 


812  THE   WIND  AND   CURRENT  CHARTS. 

the  sun  bas  great  north  declination,  it  may  not  be  absolutely  requisite  for  ships  which  sail  well  to  reach  the 
meridian  of  their  port  so  far  southward,  the  trade- wind  then  blowing  more  from  S.  E.  and  E.  S.  E.  in  general 
than  from  E.  and  E.  X.  E.'  Accompanying  my  abstract  is  an  abstract  of  the  log  of  the  ship  Minstrel,  of 
Boston,  which  vessel  (commanded  by  my  brother),  pursued  the  admiralty  route  in  running  up  her  easting ; 
and,  although  he  crossed  the  equator  in  the  Atlantic  12  days  before  me,  yet  I  made  Java  Head  the  day 
before  him,  and  there  was  not  much  diiference  in  the  sailing  of  the  vessels ;  where  I  gained  on  him  most 
was  in  the  high  latitudes.  Although  I  made  a  fair  passage  by  pursuing  the  circle  course  so  far  as  the  lat. 
of  35°  00',  yet  I  would  not  again  adhere  to  it  further  than  the  vertex;  thence  I  would  sail  east,  on  or  near 
that  parallel,  until  reaching  the  longitude  of  90°  00'  or  thereabouts  :  then  hauling  north  across  the  belt  of 
variables  to  the  southward  of  the  trades,  at  right  angles,  and  be  upon  the  safe  side  after  reaching  the  trades, 
at  any  season  of  the  year.  A  good  passage  could  perhaps  be  made  by  sailing  on  a  circle  course  from  the 
Atlantic  to  a  good  position,  relative  with  Java  Head,  in  the  Indian  Ocean,  say  95°  00'  E.,  and  33°  00'  S.; 
but  the  vertex  would  be  far  south  of  53°  00',  or  thereabout.  And  I  should  not  feel  justified  in  attempting 
to  pursue  such  a  route  until  we  have  some  definite  information  relative  to  the  existence  of  danger  from  ice, 
against  which  '  Horsburgh'  cautions  navigators.  Commodore  Ringgold,  in  his  route  toward  Australia,  in 
the  Vincennes,  went,  I  think,  as  far  as  48°  00'  S.,  and,  I  believe,  saw  no  ice. 

"  With  regard  to  the  current  we  experienced  in  the  China  Sea,  near  the  coast  of  Cochin  China,  I  should 
think  it  almost  unprecedented.  On  my  last  passage  down,  I  had  nothing  of  the  kind.  May  it  not  have 
been  a  rush  of  water  out  of  the  Gulf  of  Siam,  caused  by  the  very  heavy  rain  with  which  the  S.  W.  monsoon 
was  ushered  in,  and  which  were  experienced  in  part  by  me  on  the  passage  up  the  sea?  and  would  not 
observations  of  the  thermometer  and  hydrometer  have  been  valuable  ?  There  was  an  unusual  quantity  of 
rain  in  the  early  part  of  the  monsoon.  The  current,  in  the  east  coast  of  China,  is  always  running  with  more 
or  less  strength  in  the  S.  W.  monsoon  to  the  N.  E.  (unless  disturbed  by  the  passage  of  a  cyclone).  But  I 
never  experienced  anything  like  the  current  we  had  off  Cape  Varela,  which  prolonged  our  passage  so 
greatly.  There  was  a  typhoon  in  the  southern  part  of  the  China  Sea,  in  the  month  of  May  this  year ;  also 
one  last  year  in  the  same  month.  I  have  never  known  them  so  early  in  the  northern  part  of  the  sea. 
I  would  say  here  that  I  think  a  series  of  observations  of  the  barometer,  thermometer  attached,  and  the 
force  of  the  wind  in  connection  with  each  other  in  the  Indian  Ocean,  in  the  hurricane  months,  would  be  of 
great  value  to  the  navigator  sailing  there  at  such  times,  and  more  especially  those  homeward  bound  from 
Java  Head,  in  the  S.  E.  trades,  as  any  deviation  from  the  mean  height  of  the  mercury  would  at  once  show 
some  obstruction  to  the  surface  wind.  The  general  course  of  storms  about  there  is  nearly  W.  S.  W.,  I 
believe  (or  parallel  with  the  course  of  a  vessel  bound  round  the  cape),  until,  reaching  the  meridian  of  Bour- 
bon, Mauritius,  and  sometimes  Madagascar,  they  curve  abruptly  south.  Now,  a  vessel  near  the  southern  or 
southwestern  disc  of  a  cyclone  with  the  wind  at  S.  E.  or  E.,  with  strong  breezes  and  squally  weather,  a  low 
barometer,  or  lower  than  the  mean  range  for  these  months,  and  anxious  to  make  a  quick  ^passage  (possibly 
racing),  would,  perhaps,  be  loth  to  heave  to  for  a  few  hours  and  wait  for  a  rise  in  the  barometer ;  the  storm 
advancing  in  the  mean  time  (the  average  velocity  of  which  is  probably  greater  than  that  of  a  smart  vessel), 
would  get  ahead  of  the  ship,  possibly,  near  its  point  of  curvature,  and  the  ship  still  going  along  would  be 


THE   ROUTE   TO   INDIA.  813 

plunged  headlong  into  the  vortex  in  a  very  few  hours.  I  hardly  think  it  possible  for  even  the  smartest 
vessel  to  beat  the  storm  and  cross  its  path  before  it,  and  in  time  to  be  safe;  under  such  circumstances,  the 
best  and  only  safe  course  would  be,  in  my  opinion,  to  heave  to,  head  to  the  southward,  as  soon  as  the 
barometer  indicated  bad  weather,  and  watch  for  its  rise.  I  have  the  most  entire  faith  in  the  indications  of 
a  barometer  within  the  tropics.  '  It  marks  the  passage  of  a  storm  with  the  regularity  of  a  clock,'  says 
Mr.  Piddington.  As  an  instance  of  most  admirable  management  under  such  circumstances  as  the  above, 
a  pamphlet,  written  by  Capt.  K.  Methven,  of  the  British  ship  Blenheim,  is,  I  think,  the  best  practical  illus- 
tration that  could  be  offered.  In  the  China  Sea,  if  bound  northerly,  it  is  probably  safe  to  scud  with  the 
wind  at  S.  W.  if  tolerably  certain  of  your  position.  With  the  wind  at  north,  the  best  course  would  be,  I 
think,  to  run  to  the  southward  in  time  (say  with  the  force  of  the  wind  at  7),  whether  hound  north  or  south  ;  if 
bound  south,  run  out  of  it;  and  if  bound  north,  run  to  the  southward  till  the  wind  veers  westerly,  then  round 
to  upon  the  port  tack,  wait  for  the  rise  of  the  barometer,  and  go  back  again  with  the  southerly  wind  near 
the  rear  verge  of  the  storm;  supposing,  of  course,  the  condition  and  position  of  the  ship  permitted  it. 
With  the  wind  at  N.  E.,  and  no  possibility  of  making  a  harbor,  the  only  alternative,  I  think,  would  be  to 
heave  to,  under  fore  and  aft  canvas,  on  the  starboard  tack,  and  prepare  for  the  worst.  The  advance  of  the 
storm,  I  think,  impels  a  body  of  water  before  it,  causing  a  surface  current  to  the  westward,  which  it  would 
be  well  to  bear  in  mind." 

Navigators,  by  taking  the  old  route,  are  liable  to  meet  with  another  difficulty,  especially  when  they 
attempt  to  run  down  their  longitude  near  the  parallel  of  35°-6°  south.  About  this  parallel  is  a  famous 
place  for  circular  storms — cyclones.  They  revolve  with  the  sun,  and  the  parallel  of  35°-6°  is  frequently 
traversed  by  the  southern  edge  of  them.  Consequently,  as  these  storms  travel  east  or  west,  the  wind  on 
the  southern  edge  of  them  is  generally  from  the  eastward. 

From  Abstract  Log  of  ship  Lady  Arabella  (N.  B.  Grant,  Captain). 

Winds  and  Currents  between  Singapore  and  Batavia :  On  the  afternoon  of  June  14,  left  Singapore  for 
Batavia  with  a  fine  breeze  from  the  westward,  which  carried  us  as  far  as  the  entrance  of  the  Straits  of  Ehio, 
when  it  fell  calm,  with  the  tide  setting  out  of  the  straits;  was  obliged  to  anchor.  At  6  A.  M.  of  the  15th, 
weighed  with  a  light  air  from  the  southward,  and  fair  tide  into  the  straits.  Had  nothing  but  faint  airs  from 
the  southward  and  calms,  until  the  evening  of  the  17th,  at  which  time  we  passed  out  of  the  strait  with  a 
fresh  breeze  from  S.  S.E.  The  tides  we  found  to  set  through  the  straits  to  the  northward  at  the  rate  of  3  to 
4  knots  per  hour,  for  about  14  hours  steady,  followed  by  a  "  slack"  of  about  2  hours,  when  the  set  would 
turn  to  southward  for  about  6  hours,  2  to  3  knots,  followed  by  another  two  hours  "  slack,"  and  then  would 
commence  the  strong  northerly  set  again.  Whether  these  are  the  usual  tides  of  the  straits  I  am  unable  to 
say ;  but,  such  I  found  them  during  the  three  days  I  was  in  getting  through.  On  the  18th,  had  a  heavy 
squall  from  N.  W.  with  much  rain,  which  lasted  4  hours.  From  that  time  until  we  reached  the  entrance  of 
Mecclesfield  Straits  (on  the  28th),  we  had  the  wind  between  S.  by  E.  and  S.  by  W.  for  nearly  all  the  time. 
Eain  and  squalls,  accompanied  with  thunder  and  lightning,  were  frequent;  and  one  on  the  26th,  from  S.  W., 
blew  heavy  for  two  hours ;  but,  for  the  most  part,  they  were  from  the  southward  with  but  little  wind. 


814  THK  WIND  AND  CUKKENT  CHARTS. 

While  working  down  past  Lirgin  Island,  close  on  shore,  I  found  no  current ;  but  one  day,  taking  the 
wind  at  S.  S.  W.,  I  stood  off  60  miles  and  found  the  current  setting  to  the  northward  about  12  miles  a  day. 
On  the  24th,  off  Palo  Toty,  being  becalmed,  found  a  southerly  current  of  about  one-half  knot ;  and,  on  the 
25th,  with  the  N.  E.  part  of  Banca  Island  bearing  S.  E.  20  miles,  found  the  current  setting  S.  W.  one  mile 
per  hour,  wind  S.  S.  E.,  but  very  light ;  but  a  brisk  breeze  springing  up  from  south,  tacked  ship,  and  did 
not  determine  whether  it  was  the  effect  of  the  tides  or  a  regular  current.  In  working  down  from  the  lati- 
tude of  the  north  part  of  Banca  to  Guspas  Straits,  nearly  in  the  longitude  of  Guspas  Island,  I  had  the  winds 
very  light  and  baffling,  hauling  from  S.  S.  E.  to  S.  S.  W.  and  back,  sometimes  as  often  as  three  or  four  times 
an  hour ;  at  other  times  it  would  remain  at  south  for  four  or  five  hours  at  a  time,  followed  by  a  rain  squall 
and  intervals  of  calm.  The  current  seemed  to  set  due  north  about  14  miles  per  day.  On  the  morning  of 
the  28th,  at  8  o'clock,  the  north  end  of  Palo  Leat  bearing  east  4  miles,  with  a  fresh  breeze  from  S.  S.  E., 
attempted  to  beat  through  Mecclesfield  Straits ;  for  the  first  two  "  tacks"  we  gained  a  little,  and  got  as  far 
along  as  Discovery  Rock,  on  which  the  sea  broke  all  day ;  and,  although  the  wind  freshened  to  as  much  as 
•we  could  carry  topgallant-sails  to,  yet  at  every  tack  after  this  we  lost  ground ;  and  at  8  P.  M.,  the  wind  fall- 
ing off,  anchored  in  15  fathoms  water,  soft  ground,  about  5  miles  west  of  where  we  were  in  the  morning. 
After  anchoring,  found  the  current  running  due  north  4  knots,  and  so  continued  until  6  A.  M.,  29th,  when 
it  slacked  a  little,  but  at  no  time  was  it  less  than  2  J  knots.  At  10  A.  M.  a  breeze  sprung  up  at  S.  by  E., 
and,  as  the  tide  was  gaining  strength,  weighed  and  stood  over  to  eastward  for  Stobyn's  Straits,  fully  con- 
vinced it  was  useless  to  attempt  to  beat  through  Mecclesfield  at  daylight.  On  the  morning  of  the  30th, 
being  in  the  north  entrance  of  Clement's  Straits,  with  the  wind  at  east,  stood  to  southward ;  and,  although 
we  had  a  strong  current  against  us,  yet  as  the  wind  freshened  and  held  well  to  the  eastward,  we  made  rapid 
way  to  the  southward,  passed  to  eastward  of  Barn  Island ;  but  not  being  able  to  weather  Saddle  Island, 
kept  away  and  passed  through  the  narrow  passage  between  the  reefs  off  Barn  Island  and  Low  Island,  into 
the  south  entrance  of  Mecclesfield  Straits;  and  by  dark,  was  clear  off  the  south  end  of  Vansittart's  Shoals, 
with  the  wind  light  from  S.  E.  From  that  time  until  July  4,  instead  of  the  fine  S.  E.  breezes  that  I  had 
heard  so  much  of  in  the  Java  Sea  at  this  time  of  the  year,  I  found  the  same  light  baffling  winds,  mostly 
from  S.  by  W.,  that  so  annoyed  me  in  the  China  Sea.  At  noon,  July  4,  the  North  Watcher  bearing 
W.S.  W.,  and  the  Armayden  Lands  just  visible  from  the  deck,  it  died  away  to  a  "  dead  calm,"  and  up  to 
this  time  of  writing,  10  P.  M.  of  the  6th,  it  so  continues ;  and,  as  the  current  is  setting  N.  N.  W.  at  the 
rate  of  f  knot  per  hour,  we  are  at  anchor  in  11  fathoms  of  water,  and  whether  we  shall  ever  get  to  Batavia 
remains  a  question  of  some  doubt. 

Batavia,  July  8,  1853.  Arrived  here  last  evening,  afler  a  passage  of  23  days  from  Singapore,  a  dis- 
tance which  I  accomplished  with  very  light  winds  "  going  up"  in  6  days,  as  will  be  seen  by  referring  to 
the  journal. 

Oct.  14.  Lat.  5°  55'  K;  long.  27°  32'  W.  Baffling,  faint  airs;  at  7  P.  M.  calrti;  lowered  the  boat 
and  tried  the  current ;  used  the  deep  sea  line  with  a  thirty  pound  lead  attached  for  a  weight ;  let  it  down 
60  fathoms,  and  hove  the  log,  which  went  off  S.  J  E.  by  compass,  |  knot ;  raised  the  weight  to  30  fathoms 
depth,  and  hove  again ;  this  time  the  log  went  south  by  compass,  ^  knot  per  hour. 


PROM   CHINA   AND  JAPAN  TO   VALPARAISO.  815 

After  coming  on  board,  threw  a  bottle  overboard  with  date,  latitude,  and  longitude,  requesting  the 
finder  to  forward  the  paper  to  Lieut.  Maury. 

I  am  of  the  opinion  there  is  an  under  current,  setting  northerly,  somewhat  below  20  fathoms,  and 
that  the  surface  current  is  very  small,  setting  southeasterly. 

Oct.  18.  Lat.  8°  30'  N". ;  long,  28°  53'  W.  Begins  with  a  light  air  from  S.  E.,  with  a  large  swell  from 
N.  E. ;  middle  and  latter  parts,  calm ;  lowered  the  boat  and  tried  the  current ;  used  the  same  weight  as 
that  mentioned  on  the  14th ;  for  a  log  line,  I  used  light  cotton  twine  that  would  float  on  the  surface, 
attached  to  an  ordinary  log  chip,  loaded  just  to  sinking,  with  a  cork  attached  to  prevent  it  from  sinking 
more  than  a  few  inches  under  water.  With  the  lead  down  to  50  fathoms,  the  chip  moved  off  N.  W.  (mag.) 
at  the  rate  of  50  feet  per  minute ;  at  60  fathoms  depth,  the  chip  went  in  the  same  direction  67  feet  per 
minute.  Kaised  the  lead  to  20  fathoms,  and  tried  again.  This  time  the  chip  went  due  west  (mag.),  but  so 
slow  as  to  be  hardly  perceptible  (15  feet  per  minute).  The  difierence  between  my  position  by  reckoning 
and  observation  for  the  24  hours,  is  6  miles  north  and  3  miles  west.  I  think  the  reckoning  cannot  be 
more  than  a  mile  wrong  at  most,  it  having  been  a  dead  calm  for  17  hours  out  of  the  24,  and  the  breeze 
very  light  and  steady  for  the  other  seven.  My  chronometer  is  a  very  accurate  one,  and  I  use  a  sextant  for 
all  solar  observations.  Hence,  I  infer  an  under  current  setting  southeasterly,  something  more  than  20 
fathoms  beneath  the  surface. 


FROM  CHINA  AND  JAPAN  TO  VALPARAISO. 

The  following  letter,  with  such  modifications  as  time  has  suggested,  was  written  some  months  ago  at 
the  request  of  a  merchant  of  Boston.  One  of  his  vessels  is  now  on  her  way  from  Hong-Kong  to  Valparaiso 
with  it  as  a  guide.     I  have  expanded  it  so  as  to  comprehend  the  route  from  Shanghai  and  Japan  also. 

Observatory,  Washington,  Novemher  24, 1854, 
My  dear  Sir  :  I  have  your  favor  of  the  20th,  telling  me  of  the  Nightingale's  prowess,  and  asking  for 
Sailing  Directions  from  Hong-Kong  to  Valparaiso.  I  feel  quite  as  proud  of  the  Nightingale's  achievements 
as  yoy,  her  builder,  or  her  captain  can.  I  am  committed  in  writing  to  have  the  round  voyage  to  Australia 
and  back  made  within  130-5  days.  Now,  your  Flying  Cloud  has  gone  from  New  York  to  the  line  in  17 
days  or  less,  which,  with  the  Nightingale's  run  from  the  line  to  Australia,  would  have  made  the  run  there 
in  62  days,  I  have  heard  of  the  run  back  to  England  being  made  in  63  days,  thus  establishing  the 
possibility  of  a  fulfilment  to  the  prediction.  The  difference  of  time  from  Liverpool  to  the  line,  and  from 
Boston  to  the  line,  is  from  four  to  five  days.  By  the  old  route,  the  difference  was  about  1,000  miles ;  by 
the  new  route,  Liverpool  is  about  300  miles  nearer,  with  the  advantage  of  free  winds  and  flowing  sheets 
through  the  trades,  against  head  winds  and  a  taut  bowline  from  New  York. 


816  THK  WIND  AND  CURRENT  CHARTS. 

I  sliall  be  glad  to  have  the  Nightingale's  log. 

Now,  for  the  Sailing  Directions  fro;n  Hong-Kong  to  Valparaiso  in  April. 

I  have  been  hunting  up  for  you  all  my  unfinished  manuscripts,  and  other  materials  in  the  office,  that 
are  calculated  to  throw  light  upon  the  "lightning  route"  from  Canton  to  Valparaiso  in  April.  In  preparing 
sailing  directions  for  you  for  this  voyage,  I  might  as  well  consider  Shanghai  and  Japan  also. 

Before  we  begin  to  discuss  routes,  let  us  look  at  distances,  by  air-lines  first,  water-lines  next. 

The  distance,  by  an  air-line,  from  Hong-Kong  to  Valparaiso,  is  about  10,000  miles.  This  line  passes 
over  New  Holland  from  north  to  south,  entering  the  sea  near  Port  Philip.  But  Shanghai  and  Japan  are  so 
nearly  antipodal  to  Chili,  that  an  air-line,  10,800  miles  in  length,  will  reach  Valparaiso  almost  equally  well, 
whether  you  project  it  north,  south,  east,  or  west.  To  reach  Valparaiso  from  these  ports,  you  have  to 
make  nearly  180°  of  longitude,  and  the  question  is,  in  which  hemisphere  will  you  run  down  this  easting? 
If  in  the  northern,  you  will  have,  for  the  sake  of  the  winds,  to  run  to  the  north  of  your  place  of  departure ; 
and  if  in  the  southern,  you  will,  for  the  same  reason,  have  to  run  to  the  south  of  your  port.  So,  in  that 
respect,  it  is  as  broad  as  it  is  long ;  but  the  "  brave  west  winds"  of  the  southern  hemisphere  will  decide 
this  question  for  us. 

This  point  being  settled,  the  question  is,  will  you  run  down  for  those  winds  by  passing  to  the  east  or 
the  west  of  New  Holland ;  clearly  not  to  the  west  if  you  take  your  departure  from  Shanghai  or  Japan. 
From  Hong-Kong  there  is  room  for  difference  of  opinion,  and  I  have  not  observations  enough  on  the  winds 
and  currents  of  those  seas  to  enable  me  to  decide.  The  shortest  distance  from  Canton  west  of  New  Holland 
that  winds  and  water  will  allow,  is  about  500  miles  less  than  it  is  east  of  New  Zealand,  and  800  miles  less 
than  it  is  by  the  south  side  of  that  island  and  east  of  New  Holland ;  and  the  route  east  contemplates  your 
going  as  far  as  the  variables  of  the  northern  hemisphere,  say  between  the  parallels  of  30°  and  35°  north, 
in  order  to  get  far  enough  east  to  clear  New  Holland.  The  question  of  going  west  of  New  Holland  is 
debatable  only  during  the  strength  of  the  N.  E.  monsoons,  or  from  October  to  March  inclusive.  During 
the  rest  of  the  year,  east  of  New  Zealand  is  the  route. 

And  during  the  monsoon  season,  the  question  as  to  routes  from  Hong-Kong  resolves  itself  into  one  of 
this  form :  Are  the  winds  through  the  China  Sea  and  the  Indian  Ocean  so  much  better  than  they  are  out 
upon  the  Pacific,  that  you  can  pass  through  the  Straits  of  Stinda,  clear  the  calm  belt  of  Capricorn  in  about 
110°  E.,  and  then  get  south  of  New  Zealand  and  reach  the  meridian  of  140°  W.  at  its  intersection  with  the 
parallel  of  50°  S.,  sooner  than  you  can  by  proceeding  from  Hong-Kong  as  though  you  were  bovwid  to 
California,  until  you  reach  the  meridian  of  145°  or  150°  east;  then  turn  south,  and  with  such  winds  as 
you  have  there,  run  for  the  line  in  170°,  and  thence  east  of  New  Zealand  and  so  on  for  50°  S.  in  140°  W. 

The  winds  along  the  eastern  route  (east  of  New  Zealand),  from  Hong-Kong,  Shanghai,  and  Japan,  as  far 
as  50°  S.  correspond  to  those  along  the  route  from  Havana,  from  the  Capes  of  Virginia,  and  fVom  Boston 
to  Eio,  and  ports  beyond.  Havana  is  in  lat.  23°  N.,  long.  82°  W. :  let  us  run  a  psirallel  between  this  eastern 
route  from  Hong-Kong  and  the  route  to  Eio  from  Havana,  for  the  similarity  between  the  other  routes, 
taken  by  pairs,  the  Capes  and  Shanghai,  Boston  and  Hakodadi  (lat.  41°  49'  22"  N.,  long.  140°  47'  45"  E.), 
is  obvious,  and  needs  no  pointing  out.     The  vessel  from  Hong-Kong  is  recommended  to  cross  the  equator 


FROM   CHIKA   AND  JAPAN  TO   VALPARAISO,  817 

in  165°  or  170°  E.;  that  is,  between  50°  and  60°  east  of  her  starting-point:  therefore  she  has  to  make  50° 
or  60°  of  longitude  before  crossing  the  line ;  and  the  vessel  in  the  Atlantic  has  to  do  the  same  from  Havana 
before  she  crosses  the  line.  They  both  have  to  run  up  to  the  northward  and  eastward,  in  order  to  get  in 
the  variables  to  make  easting  before  they  turn  down  for  the  equator.  They  both  have  a  current  in 
their  favor,  and  though  the  current  for  the  Canton  vessel  is  not  quite  as  strong  as  the  Gulf  Stream,  yet 
the  winds  in  the  China  seas,  for  at  least  half  the  year,  are  more  reliable,  which  will,  probably,  more  than 
compensate  for  the  diflference  in  the  currents,  and  make  the  average  from  Canton  to  the  line  in  170°  E.,  a 
little  less  than  that  from  Cuba  to  the  line  in  30°  W.  I  confess  that  this  route  to  Valparaiso  looks,  upon 
further  reflection,  more  tempting,  especially  in  the  spring,  than  I  at  first  thought  it  to  be. 

I  recommend  the  western  route  only  in  the  N.  E.  monsoons,  and  when  they  do  not  admit  of  a  good 
offing  for  the  eastern  route.  In  December,  your  Flying  Cloud  made  the  run  from  Hong-Kong  to  Java 
Head  in  7  days.  When  winds  are  fair  for  such  runs  as  that,  the  western  route  is  the  passage.  And  the 
question  as  to  routes,  like  the  route  north  or  soutb  of  Ireland,  from  Liverpool  to  New  York,  ought  to  be 
decided  at  the  moment  of  coming  out  of  port,  and  finding  how  the  wind  is.  The  only  reason,  you  will 
understand,  why  I  recommend  crossing  the  line  so  far  to  the  eastward,  is  because  there  is  both  more  sea 
room  and  better  winds  than  nearer  the  land ;  at  least  I  so  infer ;  for,  as  I  have  said  before,  the  materials  for 
my  Charts  in  that  part  of  the  ocean  are  rather  scanty. 

But  let  us  illustrate  this  question  of  route  from  Hong-Kong  a  little  further:  you  recollect  the  position 
in  the  South  Atlantic  of  the  Isles  of  Sandwich.  Land?  The  route  from  Havana  to  them  would  be  along 
the  road  to  Eio,  until  you  reach  the  parallel  of  23°  S.  Now  suppose  there  were  a  ship  canal — a  Strait  of 
Sunda — across  the  Isthmus  of  Panama,  and  you  were  going  to  send  a  vessel  from  Cuba,  for  seal  skins,  to 
Sandwich  Land,  would  you  send  her  througb  the  Istbmus  down  across  the  S.  E.  trades  of  the  Pacific,  and 
so  around  Cape  Horn  to  tbose  islands?  This  would  be  like  sending  your  vessel  from  Hong-Kong  down 
through  the  Straits  of  Sunda  and  so  around  New  Holland  and  along  the  soutii  side  of  New  Zealand  to 
140°  W.,  and  50°  S.,  on  the  way  to  Valparaiso. 

Or  would  you  send  her  from  Havana  first  up  to  30°-35°  north,  and  so  down  along  the  Eio  route  in 
the  Atlantic?  This  would  be  like  sending  your  vessel  from  Hong-Kong  up  towards  Japan,  and  so  to  the 
east  of  New  Zealand  down  to  50°  S.,  140°  W.,  on  ber  way  to  Valparaiso. 

Before  I  go  further  in  discussing  routes,  I'll  state  you  the  shortest  practicable  distance  by  the  several 
routes  from  Hong-Kong  to  Valparaiso : — 

From  Hong-Kong  via  Straits  of  Sunda  and  south  of  New  Holland,  11,400  miles. 

"  via  33°  N.  and  150°  E.,  to  0°  and  163°  E.,  and  S.  of  New  Zealand,  12,200     " 

"  "  "  157°  E.,      "  170°  E.,  "  "  11,900     " 

Shanghai  and  «•«        "  "  "  "  "  "  11,100     " 

"  "  150°  163°  S.  "  11,500     " 

Japan  "  "  "  "  10,900     « 


157°  170°  E.  "  10,400 


103 


618  THE  WIND  AND  CURRENT  CHARTS. 

So  you  observe  that  the  route  east  of  New  Holland  and  south  of  New  Zealand  is  the  longest;  and 
the  route  west  from  Hong-Kong  is  500  miles  shorter  than  the  route  which  passes  east  of  New  Zealand, 
and  this  is  the  route  which  I  think  experience  will  probably  prove  to  be  the  best  in  the  long  run; 
certainly  from  Shanghai  and  Japan  it  is  the  best. 

I  give  the  preference  to  the  east  side  of  New  Zealand,  because  better  winds  are  found  along  that  route, 
and  which  will  probably  more  than  make  up  for  the  difference  of  distance  from  Hong-Kong.  I  take  it 
that  a  vessel  steering  from  30°  or  35°  N.  in  the  Pacific,  and  entering  the  N.  E.  trades  in  April,  will  be  able 
to  make  with  a  good  "  rap  full"  a  course  between  S.  E.  and  S.  S.  E.  to  the  line,  and  that  after  crossing 
the  line  and  entering  the  S.  E.  trades,  she  will  be  able  to  make  a  course  through  them  with  not  more 
than  one  point  westing,  she  keeping  topmast  studding-sails  set.  From  the  equator,  and  between  170° 
and  175°  west  of  New  Zealand  is  plain  sailing;  therefore,  if  after  turning  to  the  southward  and  east- 
ward from  30°  N.,  or  whatever  be  the  parallel  attained,  the  winds  will,  without  pinching,  allow  you  to 
cross  the  line  between  170°  and  175°  E.,  do  so,  and  then  stand  as  straight  as  the  wind  will  allow  you, 
for  the  "brave  west  winds"  of  the  extra-tropical  south,  shaping  your  course  for  50°  S.  about  the 
meridian  of  140°  W.,  taking  care  not  to  recross  the  parallel  of  45°  to  the  west  of  90°  W.  If  it  be 
found  practicable  to  accomplish  this  route,  the  distance  will  be  about  11,900  miles.  I  am  particular  in 
stating  these  distances  to  you,  because  your  intelligent  navigators,  in  case  they  be  pinched,  will  have  no 
difficulty  in  determining  which  side  of  New  Zealand  to  pass.  Of  course  you  will  understand  there  is  no 
virtue  in  the  parallel  of  30°  N.,  I  only  indicate  that  as  the  lowest  parallel  upon  which,  in  the  month  of 
April,  good  westerly  winds  will  prevail.  Now,  with  all  these  preliminaries  before  you,  the  instructions  are, 
after  getting  an  offing  from  Hong-Kong,  make  the  best  of  your  way  to  the  meridian  of  150°  E.,  without 
making  any  southing ;  and  the  nearest  way  to  get  there,  that  is  great  circle,  is  to  reach  say  the  parallel  of 
80°  N.,  long.  137°  east.  So  you  observe  that  it  is  not  much  out  of  the  way  to  run  up  to  30°  or  even  35° 
N.,  for  the  sake  of  better  winds.  "With  a  smart  ship  and  a  smart  navigator  on  this  route,  he  will  reach  the 
line  in  25  days — in  April,  it  may  be  done  in  18,  and  perhaps  sooner  in  other  months;  it  will  take  him 
thence  15  days  to  cross  the  S.  E.  trades  and  get  into  the  "  brave  west  winds"  of  the  South  Pacific. 

Suppose  he  gets  them  in  48°,  long.  180°,  he  will  be  into  Valparaiso  in  25  days  more. 

So  tell  your  captain  that  you  expect  him  to  make  the  passage,  if  he  succeed  in  getting  clear  of  the 
Asiatic  coast  without  delay,  in  about  70  days.  He  ought  to  average,  through  this  route,  175  miles  a 
day,  which  would,  with  one  day  for  an  offing,  give  him  a  passage  of  68  days. 

Wishing  both  you  and  him  good  luck  till  you  are  tired  of  it, 

I  remain  yours,  truly, 
Lewis  "W.  Tappan,  Esq.,  M.  F.  MAURY. 

Messrs.  Sampson  &  Tappan,  Boston. 

P.  S. — Pray  caution  your  captain,  after  he  gets  south  of  the  S.  E.  trades,  not  to  be  deceived  with  the 
first  spirt  of  westerly  winds,  because  they  will  die  away  after  a  few  days,  and  then  he  will  have  to  go  south 
to  look  for  them  again ;  but  when  he  gets  between  48°,  and  50°,  he  will  generally  find  that  a  good  belt   • 
for  them,  and  then  he  may  "  stick  her  away"  east. 


FROM  THE  SiJS'UWICH  ISLANDS  TO  CALIFORNIA.  819 


FROM  VALPARAISO  TO  CALCUTTA. 


T  have  advised  a  shipmaster,  who  consulted  me  as  to  this  route,  to  go  by  the  way  of  Cape  noi:n.  The 
distance  by  the  cape  being  10,500  miles;  and  the  distance  by  the  usual  route  west,  or  "running  down  the 
trades,"  as  it  is  called,  being  13,000  miles,  or  2,500  greater.  The  difference  in  time  will  be  quite  as  great 
as  this  difference  of  distance  would  indicate.  Indeed,  in  addition  to  distance,  time  is  also  in  favor  of  the 
Cape  Horn  route,  for  the  winds  are  stronger,  and  quite  as  fair. 

As  one  stands  at  the  equator  in  the  Atlantic,  and  looks  south  upon  the  chart,  he  sees  a  part  of  the 
ocean,  in  the  shape  of  the  letter  V,  which  is  untravelled  except  by  whalemen  and  sealers.  The  track  to 
and  around  the  Cape  of  Good  Hope  forms  one  side  of  the  letter ;  the  track  to  and  fro  around  Cape  Horn, 
the  other.  Between  these  two  sides,  the  ocean  is  a  solitude.  Among  the  many  thousand  merchant  logs 
that  are  on  file  here,  there  is  not  one  to  show  that  any  trader  has  ever  performed  the  voyage  from  the 
offings  of  Cape  Horn  to  the  offings  of  the  Cape  of  Good  Hope. 

The  way,  by  the  Cape  Horn  route  to  India,  is  to  proceed  from  Valparaiso  as  though  you  were  home- 
ward bound  around  the  Cape,  and  then,  with  the  "  brave  west  winds"  which  prevail  there,  to  run  east  with 
flowing  sheets,  passing  between  the  isles  of  South  Georgia  and  Sandwich  Land,  keeping  a  bright  lookout 
for  icebergs.  The  route  thence  crosses  the  prime  meridian  in  about  54°  lat.,  20°  E.  in  50°,  35°  E.  in  40°, 
by  which  time  the  navigator  will  again  find  himself  in  the  travelled  thoroughfares,  and  will  know  how  to 
proceed. 

Distance  from  Valparaiso,  via  Cape  Horn  route,  "Western,  or  usual  route. 

To  Canton        .        .        .     11,500  miles.  10,800  miles. 

"  Shanghai     .        .        .     12,200       "  10,500       " 

"  Java  Head  .        .        .      9,700       " 

In  the  southern  summer,  the  voyage  from  Valparaiso  to  Canton  may,  on  account  of  the  winds,  be 
performed  quite  as  quickly  via  Cape  Horn,  as  it  may  be  by  the  route  west.  If  the  "  brave  west  winds" 
will  enable  a  ship,  by  Cape  Horn,  to  average  only  10  miles  a  day  more  during  the  voyage,  than  she  can  in 
"running  down  the  trades"  west,  time,  which  now  is  worth  so  much  in  navigation,  would  be  somewhat  in 
favor  of  the  Cape  Horn  route  even  to  Canton. 


FROM  THE  SANDWICH  ISLANDS  TO  CALIFORNIA. 

From  San  Francisco  to  the  islands,  the  way  is  plain ;  for,  by  running  to  the  southward  and  westward 
from  the  offings  of  San  Francisco,  you  get  the  N.  E  trades,  and  carry  them  all  the  way. 

In  returning,  the  course  is  to  the  northward,  and  as  the  winds  will  let  you,  lay  up  till  they  are  found 
to  be  fair.    On  this  voyage,  the  navigator,  as  a  rule,  will  always  have  to  go  to  the  northward  of  San  Francisco 


820  THE  WIND  AND  CURRENT  CHARTS. 

to  be  sure  of  good  winds,  which  are  frequently  found  near  the  parallel  of  38°,  but  sometimes,  as  from  July 
to  September,  inclusive,  as  far  as  44-5°. 

The  islands,  such  as  the  Society  and  Sandwich,  that  stand  far  away  from  any  large  extent  of  land, 
have  a  very  singular  but  marked  effect  upon  the  wind.  They  interfere  with  the  trades  very  often,  and  turn 
them  back ;  for  westerly  and  equatorial  winds  are  common  at  both  these  groups,  in  their  winter  time.  Some 
hydrographers  have  taken  those  westerly  winds  of  the  Society  Islands  to  be  an  extension  of  the  monsoons 
of  the  Indian  Ocean.  Not  so :  they  are  local,  and  do  not  extend  a  great  way  either  from  the  Sandwich  or 
Society  Islands. 

That  they  are  local  about  the  former  group,  an  examination  of  sheet  No.  5,  Pilot  Chart  North  Pacific, 
will  instantly  show. 

It  is  a  curious  thing,  is  this  influence  of  islands  in  the  trade-wind  region  iipon  the  winds  in  the 
Pacific.  Every  navigator  who  has  cruised  in  those  parts  of  that  ocean,  has  often  turned  with  wonder  and 
delight  to  admire  the  gorgeous  piles  of  cumuli,  heaped  up  and  arranged  in  the  most  delicate  and  exquisitely 
beautiful  masses  that  it  is  possible  for  fleecy  matter  to  assume.  Not  only  are  these  piles  found  capping 
the  hills  among  the  islands,  but  they  are  often  seen  to  overhang  the  lowest  islands,  and  even  to  stand  above 
coral  patches  and  hidden  reefs,  "  a  cloud  by  day,"  to  serve  as  a  beacon  to  the  lonely  mariner  out  there  at 
sea,  and  to  warn  him  of  shoals  and  dangers,  which  no  lead  nor  seaman's  eye  has  ever  seen,  or  sounded  out. 

These  clouds,  under  favorable  circumstances,  may  be  seen  gathering  above  the  low  coral  island,  and 
performing  their  office  in  preparing  it  for  vegetation  and  fruitfulness  in  a  very  striking  manner.  As  they 
are  condensed  into  showers,  one  fancies  that  they  are  a  sponge  of  the  most  exquisite  and  delicately  elabo- 
rated material,  and  that  he  can  see,  as  they  "  drop  down  their  fatness,"  the  invisible  hand  aloft  that  is 
pressing  and  squeezing  it  out.  ... 

These  winds  at  the  Sandwich  Islands  often  come  from  the  south  as  well  as  the  west ;  and  on  such 
occasions,  they  afford  vessels  bound  for  any  of  the  Pacific  ports  of  North  America,  a  fine  opportunity  of 
running  to  the  northward,  clearing  the  N.  E.  trades,  and  getting  the  westerly  winds  of  the  variables  beyond. 

Capt.  Paty,  as  the  following  letter  shows,  has  been  one  of  the  most  successful  navigators  in  the  Sand- 
wich Island  and  California  trade,  and  therefore  I  quote  a  few  of  his  tracks  in  illustration  of  the  route  from 
the  Sandwich  Islands  to  San  Francisco. 

San  Francisco,  Feb.  15, 1855. 
Lieut.  M.  F.  Maury,  U.  S.  N.,      ' 

Superintendent  of  National  Observatory,  Washington,. D.  C. 
Dear  Sir  :  I  take  great  pleasure  in  handing  you,  inclosed,  copies  of  logs  kept  by  Capt.  John  Paty, 
between  this  city  and  Honolulu.  Capt.  Paty  has  been  running  constantly  on  this  route  and  between 
Honolulu  and  China,  ever  since  1837,  and  has,  he  informs  me,  been  here  evpry  winter  once,  at  least,  since 
that  time,  and  probably  has  more  experience  in  this  trade  than  any  commander  here.  The  logs  I  inclose, 
please  find  as  follows : — 


FROM  THE  SANDWICH  ISLANDS  TO  CALIFORNIA. 


821 


San  Francisco  to  Honolulu. 

Clipper  brig  Zoe,  Sept.  and  Oct.,  1853 16  days. 

"        "    Zoe,  Jan.  and  Feb.,  1854 20     " 

"       schooner  Eestless,  April  and  May,  1854 12     " 

"  "  "        June,  1854 11     " 

14     " 


October,  1854 


Honolulu  to  San  Francisco. 


Clipper  brig  Zoe,  Oct.  to  Nov.,  1853 

"         "       "     January,  1854      .         .         .         . 
"       schooner  Eestless,  April,  1854  . 
"  "  "        May  and  June,  1854    . 

"  "  "        July  and  August,  1854 

"       barque  Francis  Palmer,  February,  1855 


14  days. 
13  " 
13  " 
16  " 
21  " 
11     " 


The  abstract  log  of  the  Francis  Palmer  shows  her  passage  to  be  remarkable,  from  the  fact  that  it  is 
the  shortest  ever  made  upward.  Capt.  Paty  feels  confident  that,  with  the  F.  P.,  he  both  can  and  will  make 
the  passage  up  in  ten  days.  The  U.  S.  ship  St.  Mary's,  Capt.  Bailey,  left  Honolulu  28  hours  before  the  F.  P., 
and  arrived  here  in  the  second  best  passage  on  record.  The  barque  F.  Palmer  beat  her  27J  hours  to  the 
Heads,  and  15  hours  to  the  anchorage.  The  barques  Hermione  and  Fanny  Major,  half  clippers,  sailed  a  few 
days  previous  from  Honolulu,  and  arrived  in  company  in  14  days'  passage.  Other  full  model  vessels  were 
21  days ;  but,  I  think,  steered  different  courses.  Most  of  the  inclosed  logs  are  ou  common  writing-paper, 
as  your  agent  being  out  of  abstract  logs,  I  was  unable  to  procure  any.  I  hope  soon  to  be  able  to  forward 
you  a  table  of  passages  both  up  and  down,  complete  since  1850. 

I  have  a  few  more  logs  to  forward  you,  not  yet  completed.  I  am  with  Messrs.  Gr.  B.  Post  &  Co.,  who 
are  the  oldest  and  leading  house  in  the  Sandwich  Island  trade.  They  own  a  line  of  clipper  vessels  running 
to  Honolulu,  leaving  every  eight  or  nine  days,  whose  journals,  if  furnished  to  you,  would,  I  am  sure,  be  of 
great  service  in  your  valuable  researches,  and  aid  you  in  establishing  the  proper  track  for  approaching  our 
coast  at  all  months  of  the  year.  Capt.  Paty  differs  with  you  a  little,  I  believe,  on  this  subject,  and  believes 
that  the  best  way  to  approach  our  coast  is  from  the  northward.  He  hopes  to  have  the  pleasure  of  writing 
you  on  the  subject  before  long. 

I  cannot  but  feel  great  interest  in  all  researches  in  this,  my  favorite  study,  having  kept  the  abstract 
log  of  two  long  voyages  for  your  ofEce,  one  of  ship  Singapore  to  Calcutta  and  back,  and  one  around  the 
world  in  the  clipper  ship  John  Gilpin,  on  her  first  voyage,  and  thoroughly  studied  your  valuable  Sailing 
Directions,  a  copy  of  which  you  kindly  presented  me  a  year  ago,  at  Washington,  when  at  the  Observatory 
with  my  father  and  Mr.  Sidney  Brooks,  of  N.  Y. 

My  duties  are  constant,  but  I  shall  be  happy  at  all  times  to  render  you  any  service  in  my  power,  to 
help  you  in  your  great  work.    The  track  up  requires  the  most  skill  in  navigating ;  the  track  down  is 


82S 


THE  WIND  AND  CURRENT  CHARTS. 


pretty  generally  understood.     The  average  of  passages  up  from  Honolulu  to  San  Francisco  is,  in  length  to 
the  passage  down,  as  6  to  5.     Therefore,  ten  days  down  is  no  better  than  twelve  days  up,  and  vice  versa. 
My  address  is  care  of  Messrs.  G.  B.  Post  &  Co.,  San  Erancisco. 

I  remain  yours,  very  respectfully, 

CHAS.  WOLCOTT  BKOOKS. 


Abstract  Log  of  the  Brig  Zoe  (John  Paty).     From  Honolulu  to  San  Francisco. 

•WINDS. 

Date. 

Latitude. 

Longitude. 

First  part. 

Middle  part. 

Latter  part. 

December  30, 1853 

22°  52' 

156°  40' 

E.  K  E. 

E.  N.  E. 

E.  N.  E. 

31,     " 

24    57 

155     50 

E.  N.  E. 

E.  N.  E. 

E.  N.  E. 

January      1, 1854 

27    40 

154     00 

East 

East 

E.  S.  E. 

2,     " 

31     05 

153     30 

S.E. 

S.  E.  by  S. 

S.  E.  by  S. 

3,     " 

32     22 

150     80 

S.  S.  E. 

S.  S.  E. 

S.  S.  E. 

4,     " 

34    38 

148     07 

S.  W. 

S.W. 

N.  W. 

5,     " 

34     20 

147     55 

North 

North 

North 

6,     " 

36     05 

143     50 

K  E. 

N.  E. 

East 

7,    " 

37    44 

139     50 

E.  S.  E. 

S.  E. 

E.  S.  E. 

8,     " 

37    40 

136     30 

S.  S.  E. 

S.  S.  W. 

s.  s.  w. 

9,     " 

37    20 

135     30 

s.  w. 

W.  S.  W. 

w.  s.  w. 

10,     " 

38     05 

133     30 

"West 

Calm 

Calm 

11,     " 

37    40 

129     50 

S.  E. 

S.E. 

S.W. 

12,     " 

37    40 

126    40 

S.  W. 

S.W. 

S.W. 

Dec.  30.    Sailed  from  Honolulu  ;  fresh  breezes  and  pleasant. 

Dec.  31.    Fine  breezes. 

January  1,  1854.     Fresh  breezes. 

Jan.  2.     Fresh  breezes  and  heavy  sea. 

Jan.  3.    Fresh  breezes ;  first  part,  rain ;  latter  part,  clear. 

Jan.  4.    Light  breezes  and  pleasant. 

Jan.  5.     Fresh  breezes  and  cloudy. 

Jan.  6.    Strong  breezes ;  carried  away  fore-topgallant  mast. 

Jan.  7.    Fresh  gales  throughout,  with  a  very  rough  sea. 

Jan.  8.    Fresh  gales. 

Jan.  9.     Comes  in  light  airs ;  middle  and  latter  parts,  becalmed.    ■ 

Jan.  10.    Very  light  airs. 

Jan.  11.    Fine  breeze  throughout,  weather  thick  and  foggy. 

Jan.  12.  Light  breezes  and  foggy  weather ;  at  5  A.  M.  sighted  land  near  Point  Keys,  and  at  11  A.  M. 
made  fast  to  Cunningham's  wharf,  in  13  days  from  Honolulu. 

N.  B. — The  U.  S.  sloop  Portsmouth  sailed  from  Honolulu  24  hours  before  the  Zoe,  and  arrived  at 
Sancolito  24  hours  before  the  Zoe,  making  the  same  time.  The  loss  of  our  fore-topgallant  mast  retarded 
our  progress  some,  as  we  had  no  spar  to  replace  it. 


FBOM  HOKOLULU  TO  SAN  FRANCISCO. 


823 


Abstract  Log  of  the  American  Clipper  Barque  Francis  Palmer  (John  Paty).     From  Honolu 

lu,  Sandwich 

Islands,  to  San  Francisco,  California,  1855. 

"  The  Quickest  Passage  on  Eecord." 

Latitude 
at  noon. 

Longitude 
at  noon. 

Course. 

Distance. 

. 

WINDS. 

Date. 

First  part. 

Middle  part. 

Latter  part. 

Jan.    30 

K  W. 

N.  W. 

31 

22°  07' 

156°  07' 

K  76°  E. 

106 

KW. 

S.W. 

W.  S.  W. 

Feb.     1 

25     31 

152     07 

N.  47°  E. 

302 

s.  w. 

s.  w. 

S.  W.  by  W. 

2 

27     50 

150    04 

K  46°  E. 

194 

s.  s.  w. 

N.  W. 

N.  W. 

3 

29     51 

147     34 

N.  47°  E. 

180 

West 

South 

West 

4 

32     01 

144     31 

N.  50°  E. 

205 

W.  S.  W. 

W.  s.  W. 

West 

5 

33     19 

141     03 

N. 66°  E. 

193 

West 

K  W. 

N.  by  W. 

6 

34    10 

139     16 

K  60°  E. 

102 

N.  K  W. 

Calm 

South 

7 

35    42 

135     55 

K  60°  E. 

190 

South 

S.  W. 

N.  W. 

8 

37    09 

130     07 

N.  72°  E. 

296 

South 

■      S.  E. 

South 

9 

38     12 

124    04 

N.  74°  E. 

252 

South 

South 

South 

10 

S.  E.  by  E. 

S.  S.  E. 

Jan.  30.     Light  breezes  and  pleasant.    At  6  P.  M.  the  steam-tug  left  us ;  made  all  sail,  standing  along 
shore,  with  light  airs  and  clear  weather. 

Jan.  31.    Light  airs  and  pleasant  weather.    At  noon,  Molakai  bore  S.  S.  W.,  say  48  miles. 

Feb.  1.     Comes  in  gentle  breezes;  ends  strong  breezes  and  all  sail ;  going  15  knots — average,  12 /j. 

Feb.  2.     Comes  in  fresh  gales ;  at  10  P.  M.  wind  hauled  to  N.  W. ;  double-reefed  the  topsails ;  at  8 
A.  M.  made  sail  again. 

Feb.  3.     Comes  in  light  breezes ;  thick  weather,  with  rain. 

Feb.  4.    Brisk  breezes,  with  all  sail;  weather  squally. 

Feb.  5.  Comes  in  brisk  breezes  and  squally;  at  4  P.  M.  braced  sharp  up,  with  light,  baffling  breezes, 
and  squally  weather. 

Feb.  6.    Light  airs  and  pleasant ;  middle,  calm. 

Feb.  7.     Comes  in  brisk  breezes  ;  middle,  moderate ;  ends  light  breezes  and  cloudy. 

Feb.  8.     Comes  in  light,  baffling  breezes  and  rainy ;  ends  fresh  breezes  ;  all  sail. 

Feb.  9.  Fresh  gales  and  cloudy ;  at  2  P.  M.  in  royals  and  topgallant  studding-sails ;  at  daylight,  the 
water  was  discolored ;  on  soundings,  ship  going  from  12  to  15  knots  during  the  day. 

Feb.  10.  Brisk  breezes  and  thick  weather;*  at  6h.  30m.  P.  M.  shortened  sail  and  wore  ship,  judging 
Point  Lobos  to  bear  E.  N.  E.,  say  6  miles ;  weather  being  too  thick  to  run  in  for  the  Heads,  reefed  the  top- 
sails and  furled  the  courses,  and  stood  off  shore  under  easy  sail;  at  3  A.M.  wore  ship  to  the  E. N. E.,  and 
stood  in  shore  again  for  one  hour ;  at  4  A.  M.  wore  ship  to  the  S.  and  W.,  standing  off  shore  waiting  for 
daybreak  ;  at  sunrise,  weather  clearing  up ;  made  all  sail,  and  stood  in  for  the  Heads ;  arrived  at  7  A.  M., 
and  hauled  in  at  Cunningham's  Wharf,  after  a  passage  of  eleven  days  ;  made  the  run  from  land  to  land  (from 
Molakai  to  the  Heads  of  San  Francisco),  in  nine  days  and  tvjo  hours  f 


*     Telegraphed.    At  sundown,  weather  thick ;  a  clipper  barque  five  miles  west,  inward  bound. —  Vide  Point  Lobos  Marine  Report,  in 
Alta  California,  of  date. 


824 


THE  WIND  AND  CURRENT  CHARTS. 


Abstract  Log  of  the  Clipper  Schooner  Restless  (JOHN  Paty).     From  Honolulu  to  San  Francisco. 

■WINDS. 

Bate. 

Latitude. 

Longitude. 

First  part. 

Middle  part. 

Latter  part. 

April      2, 1854 

23°  40' 

154°  20' 

s.  w. 

N.  W. 

S.  E. 

3,     ' 

25     55 

151     51 

s.  w. 

"West 

West 

4,     ' 

26     55 

151     51 

N.  W. 

N.  N.  E. 

N.  N.  E. 

5,     ' 

29     06 

152     09 

K  N.  B. 

East 

N.E. 

6,     ' 

30    56 

150     30 

S.  S.  E. 

Calm 

Calm 

7,     ' 

30    47 

146     20 

Calm 

North 

North 

8,     ' 

30     37 

143     45 

North 

N.E. 

N.  W. 

9,     ' 

31     08 

143     00 

S.W. 

W.  N.  W. 

W.  N.  W. 

10,     ' 

33     40 

141     07 

Calm 

W.  N.  W. 

S.W. 

11,     ' 

35     28 

138     14 

West 

West 

w.  s.  w. 

12,     ' 

36     51 

134     37 

S.  "W.  by  W. 

South 

South 

13,     ' 

37     16 

131     36 

S.  E.  by  S. 

S.  E.  by  S. 

S.  E.  by  S. 

14,     ' 

37     33 

129     10 

S.E. 

S.  E. 

S.  E. 

15,     ' 

Arrived 

North 

North 

North 

April  2.  Gentle  breezes  and  fine  weather. 
April  3.  Gentle  breezes  and  fine  weather. 
April  4.  Gentle  breezes  and  fine  weather. 
April  5.  Gentle  breezes  and  fine  weather. 
April  6.     Gentle  breezes  and  fine  weather ;  ends  calm. 

April  7.     Comes  in  calm ;  ends  fresh  breezes,  with  rain  ;  lat.  30°  47' ;  long.  146°  20'. 
April  8.    Fresh  breezes, 
April  9.     Very  light  breezes. 
April  10.     Very  light  breezes. 
April  11.    Light,  gentle  breezes. 
April  12.     Gentle  breezes  and  fair  weather. 
April  13.     Gentle,  light  breezes. 
April  14.     Moderate  breezes. 

April  15.     Strong  breezes,  with  all  sail  set ;  fine  run  ;  arrived  at  San  Francisco  at  2  P.  M.,  and  made 
fast  to  Cunningham's  Wharf. 


FROM  HONOLULU  TO  SAN   FRANCISCO. 


825 


Abstract  Log  of  the  Clijjper  Schooner  Restless  (John  Paty).     From  Honolulu  to  San  Francisco. 


Date. 


Latitude. 


May  21,1854 

23° 

30' 

22, 

II 

26 

00 

23, 

11 

28 

46 

24, 

<i 

31 

41 

25, 

II 

34 

51 

26, 

II 

37 

08 

27, 

II 

39 

05 

28, 

II 

40 

25 

29, 

II 

41 

19 

80, 

II 

41 

28 

31, 

II 

41 

30 

June  1, 

II 

41 

30 

2, 

11 

41 

00 

3, 

II 

39 

16 

4, 

11 

38 

40 

5, 

II 

37 

39 

6, 

II 

37 

50 

Longitude. 


155°  10' 

159  20 

160  11 
160  19 
160  n 
160  09 
158  10 
155  00 
150  51 
146  25 
144  30 
143  00 
140  45 
136  50 
132  00 
129  00 
124  00 


Bar. 


29.30 

29.35 
29.40 
29.50 
29.60 
29.60 
29.60 
29.60 
29.60 
29.60 
29.60 
29.60 
29.60 
29.60 
29.40 
29.30 
29.25 


First  part. 


N.  E. 

N.E. 

N.  E. 
N.  E.  by  E. 
N.  E.  by  E. 
N.  E.  by  E. 

East 

S.  E.  by  E. 

E.  S.E. 

S.  S.  E. 

Soutb 

West 

"West 

West 
N.  N.  E. 

North 

N.  W. 


Middle  part. 


N.E. 

K  E. 

KE. 
N.  E.  by  E. 
N.  E.  by  E. 
N.  E.  by  B. 

East 

S.  E.  by  E. 

S.  S.  E. 

S.  S.  E. 

.    Calm 

West 

West 

K  E. 
N.  N.  E. 

Nortb 

N.  W. 


Latter  part. 


K  E. 

N.E. 
N.  E.  by  E. 
N.  E.  by  E. 
N.  E.  by  E. 
E.  N.  E. 
S.E. 
S.  E.  by  E. 

S.  S.  E. 

"     S.  S.  E. 

Calm 

Westerly 

West 

N.E. 

N.  N.  E. 

North 
W.  by  S. 


May  21.  Pilot  left ;  at  8  A.  M.  strong  E.  N.  E.  wind  and  pleasant. 

May  22.  Squally  at  midnight. 

May  23.  Fresh  breezes  and  fair  weather. 

May  24.  Fresh  breezes  and  fair  weather. 

May  25.  Fresh  breezes  and  fair  weather. 

May  26.  Gentle  breezes  and  fair  weather. 

May  27.  Comes  in  light ;  ends  fresh  breezes. 

May  28.  Fine  breezes ;  passed  a  schooner  standing  in  company. 

May  29.  Light  breezes  and  fine  weather. 

May  30.  Gentle  breezes  and  fine  weather. 

May  31.  Gentle  breezes  and  fine  weather. 

June  1.  Light  airs ;  came  up  to,  spoke,  and  passed  barque  Julia  Ann,  21  days  from  Ilavana. 

June  2.  Light  airs  ;  Came  up  to,  spoke,  and  passed  French  barque  Dumont  de  Urville,  bound  to  San 
Francisco. 

June  3.  Fresh  breezes ;  passed  schooner  Supply ;  she  left  Oahu  5  days  before  us. 

June  4.  Fresh  breezes  and  pleasant. 

June  5.  Light  breezes  and  clear  weather. 

June  6.  Fine  breezes  and  clear ;  at  5  P.  M.  arrived,  and  reported  the  Japan  Treaty.     Capt.  Adams, 
bearer  of  dispatches  to  Washington,  left  as  passenger  in  the  clipper  barque  Wavelet,  four  days  previous 
to  my  sailing,  and  he  arrived  at  San  Francisco  on  the  8th.     We  beat  schooner  Supply  13  days. 
104 


826 


THE  WIND  AND  CURRENT  CHARTS. 


Abstract  Log  of  the  Clipper  Schooner  Restless  (John  Paty).     From  Honolulu  to  San  Francisco. 


WINDS. 

Date. 

Latitude. 

Longitude. 

Bar. 

First  part. 

Middle  part. 

Latter  part. 

July  15,1854 

25° 

42' 

157°  30' 

E.  N.  E. 

E.  N.  E. 

E.  N.  E. 

16,     " 

28 

31 

157    07 

E.  by  N. 

N.E.byE. 

E.  N.  E. 

17,     " 

31 

25 

158     05 

29.25 

E.  N.  E. 

E.  N.  E. 

E.  N.  E. 

18,     " 

34 

03 

157    20 

29.30 

N.  E. 

N.E. 

East 

19,     " 

36 

20 

156     00 

29.50 

E.  by  K 

East 

E.  by  S. 

20,     " 

38 

56 

154     50 

29.60 

East 

East 

E.N.E. 

21,     " 

41 

13 

153     45 

29.60 

E.  by  S. 

E.  N.  E. 

E.  N.  E. 

22,     " 

43 

15 

153     45 

29.65 

East 

East 

East 

23,     " 

45 

20 

151     20- 

29.70" 

E.  by  N". 

E.  by  N. 

E.N.E. 

24,     " 

42 

07 

148     33 

29.60 

E.  by  N. 

E.  N.  E. 

E.  N.  E. 

25,     " 

41 

45 

•  147     20 

29.40 

KE. 

E.  N.  E. 

E.  N.  E. 

26,     " 

42 

50 

147     22 

29.50 

N.E. 

E.  N.  E. 

E.  N.  E. 

27,     " 

42 

20 

146     00 

29.45 

N.E. 

E.  N.  E. 

E.  N.  E. 

28,     " 

41 

07 

144     00 

29.45 

N.E. 

E.  N.  E. 

N.E. 

29,     " 

41 

30 

142     53 

29.50 

N.  E.  by  E. 

N.  E.  by  E. 

N.  E.  by  E. 

30,     " 

40 

50 

141     30 

29.49 

E.  N.  E. 

N.E". 

N.E. 

31,     " 

40 

49 

140     16 

29.50 

N.E. 

N.E. 

N.E. 

Aug.    1,     " 

40 

30 

138     30 

29.50 

N.E. 

N.E. 

N.E. 

2,     " 

40 

30 

137     30 

29.45 

Calm 

Calm 

N.E. 

3,     " 

37 

34 

136     20 

29.40 

North 

N.W. 

W.  N.  W. 

4,     " 

37 

40 

130     05 

29.25 

West 

West 

West 

5,     " 

37 

42 

123     37 

W.  N.  W. 

N.W. 

West 

July  15.  Sailed  from  Oaliu  with  gentle  breezes  and  fine  weather. 

July  16.  Gentle  breezes  and  fine  weather. 

July  17.  Gentle  breezes  and  fine  weather. 

July  18.  Gentle  breezes  ;  latter  part,  squally  and  rough  sea. 

July  19.  Squally  weather ;  split  flying  jib. 

July  20.  Squally  weather. 

July  21.  Squally  weather ;  rough  sea. 

July  22.  Squally  weather. 

July  23.  Gentle  breezes  and  pleasant. 

July  24.  Gentle  breezes ;  latter  part,  fresh  breezes  and  rough  sea. 

July  25.  Gentle  breezes  and  pleasant. 

July  26.  Light  airs ;  tacked  several  times ;  pleasant. 

July  27.  Light  airs  ;  tacked  several  times;  pleasant. 

July  28.  Light  breezes  and  pleasant. 

July  29.  Light  breezes  and  pleasant ;  tacked  at  midnight. 

July  30.  Light  breezes  and  pleasant. 

July  31.  Light  baffiing  winds  and  calms. 

Aug.  1.  Light  baffling  winds  and  calms. 


FROM   HONOLULU  TO   SAN   FKANCISCO. 


827 


Aug.  2.     Light  baffling  winds  and  calms. 
Aug.  3.     Good  breezes  and  pleasant. 
Aug.  4.    Strong  breezes  and  pleasant. 

Aug.  5.    Strong  breezes  and  clear;  sighted  the  North  Farallones,  at  3°  30'  P.,M.  and  hauled  ia  at  G. 
B.  Post  &  Co.'s  wharf. 


Abstract  Log  of  tlm  ClippeT  Brig  Zoe  (JoHN  Paty).     From  Honolulu  to  San  Francisco. 


WINDS. 

Date. 

Latitude. 

Longitude. 

Bar. 

First  part. 

Middle  part. 

Latter  part. 

Oct.   24,1853 

24°   40' 

157°  10' 

29.4 

E.  N.  E. 

E.  N.  E. 

E.N.E. 

25,     " 

26     57 

157     00 

29.4 

E.  N.  E. 

East 

East 

26,     " 

29     13 

156     10 

29.4 

E.  by  S. 

E.  by  S. 

East 

27,     " 

30    43 

154     10 

29.5 

E.byS. 

E.  S.  E. 

South 

28,     " 

32     12 

152     42 

29.5 

s.  s.  w. 

S.  S.  W. 

S.  S.  W. 

29,-   " 

34     17 

150     10 

29.6 

s.  s.  w. 

S.  S.  W. 

S.  S.  W. 

30,     " 

35     20 

147     35 

29.7 

s.  s.  w. 

South 

S.S.E. 

31,     " 

37     39 

145     20 

29.7 

E.  S.  E. 

S.  B.  by  E. 

S.E.  byE. 

Nov.    1,     " 

39     24 

142     16 

29.6 

E.  S.  E. 

S.  E.  by  E. 

East 

2,     " 

40     24 

139     05 

29.5 

E.  S.  E. 

S.E. 

S.  S.  E. 

3,     " 

40     14 

136     10 

29.4 

S.  S.  E. 

S.  S.  E. 

S.  by  E. 

4,     " 

39     30 

132     30 

29.4 

S.  by  E. 

South 

S.W. 

5,     " 

38     51 

129     30 

29.4 

S.W. 

W.  N.  W. 

N.W. 

6,     " 

37     40 

124    29 

29.2 

N.W. 

N.  W.  by  W. 

N.W. 

Oct.  24. 

Beat  round  south  part  Oahu ;  strong  trade-wind  and  fine 

weather. 

Oct.  25. 

Squally  about  midnight ;  trade- wind  and  fine  weather. 

Oct.  26. 

Good  breezes  and  pleasant  weather. 

Oct.  27. 

Gentle  breezes  and  pleasant ;  saw  a  ship  steering  S.  E. 

Oct.  28. 

Gentle  breezes  and  pleasant. 

Oct.  29. 

Gentle  breezes  and  pleasant. 

Oct.  30. 

Gentle  breezes  and  pleasant. 

Oct.  31. 

Moderate  breezes  and  fine  weather. 

Nov.  1. 

Moderate  breezes  and  fine  weather. 

Nov.  2. 

Moderate  breezes  and  fine  Weather. 

Nov.  3. 

Moderate  breezes  and  fine  weather. 

Nov.  4. 

Moderate  breezes  and  fine  weather. 

Nov.  5. 

Moderate  breezes  and  fine  weather. 

Nov.  6. 

Arrived  at  Sai 

1  Francisco. 

828 


tHE  WIND  AND  CURRENT  CHARTS. 


FROM  THE  SANDWICH  ISLANDS,  HOME. 

South  of  the  calms  of  Capricorn,  the  winds  are  the  same  all  round  the  world.  Taking  them  on  the 
meridian  of  the  Cape  of  Good  Hope,  and  between  the  parallels  of  45°  and  50°  south,  a  fast  ship  may  run 
with  them  to  the  eastward,  averaging  upwards  of  200  miles  a  day  all  the  way  round  to  Cape  Horn. 

Capt.  McKay,  in  his  passage  of  83  days,  in  the  Sovereign  of  the  Seas,  from  the  Sandwicli  Islands  to 
New  York,  carried  the  S.  E.  trades  down  to  the  parallel  of  45°  south.  There,  he  found  the  baffling  winds 
peculiar  to  the  horse  latitudes ;  after  crossing  the  parallel  of  48°,  he  cleared  this  belt,  and  took  the  famous 
westerly  winds  which  wafted  him  along  so  finely. 

There  is  warm  water,  an  Australian  gulf  stream,  to  be  crossed  or  drifted  along  with,  between  Port 
Philip  and  Cape  Horn.  In  the  paper  on  the  Gulf  Stream,  which  is  referred  to  at  p.  234  of  this  work,  the 
existence  of  such  a  body  of  warm  water  was  theoretically  pointed  out;  it  is  marked  on  Plate  XIX.,  and 
the  abstract  log  of  the  Sovereign  of  the  Seas  gives  practical  proof  of  its  existence,  as  the  following  extract 
will  show : — 


Date. 

Lat.  S. 

Long.  W. 

Temp.  air. 

Temp,  water. 

March  8 

47°  49' 

158°  30' 

70° 

70° 

9 

48  26 

156  23 

67 

65 

10 

48  25 

151  24 

65 

65 

11 

48  15 

143  44 

60 

60 

12 

48  19 

136  32 

60 

62 

18 

48  40 

129  19 

40 

43 

14 

48  58 

125  00 

43 

42 

Here  is  a  change  of  19°  in  the  temperature  of  the  water  in  one  day's  run;  and  from  the  parallel  of 
47°  49'  to  that  of  48°  40',  though  the  difference  of  latitude  is  less  than  one  degree,  the  difference  in  the 
temperature  of  the  water  is  27° ! 

I  shall  not  now  stop  to  go  over  what  has  already  been  said  (p.  170)  about  the  genesis  of  this  warm 
water  and  warm  current ;  suffice  it  for  our  present  purpose  to  say,  it  receives  its  warmth  in  the  equatorial 
regions ;  but  whether  in  the  Indian  Ocean  or  in  the  torrid  zone  of  the  Pacific,  it  is  immaterial  for  our 
present)  purpose.  We  know  it  comes  from  warmer  latitudes  than  those  in  which  the  Sovereign  of  the 
Seas  found  it ;  and,  therefore,  it  has  southing,  and,  if  southing,  probably  easting  also,  in  its  course. 

In  like  manner,  the  cold  water  into  which  this  ship  ran  from  the  warm,  we  may,  for  like  reasons, 
suppose  to  come  from  towards  the  polar  regions,  and  to  be  bound  probably  to  the  coast  of  Peru,  there  to 
feed  that  remarkable  current  which  was  discovered  by  Humboldt,  and  which  runs  up  as  far  as  to  the 
Galapagos  Islands,  where  it  probably  joins  the  equatorial  current  that  flows  west  from  the  meridian  of  100° 
W.  in  the  torrid  zone  of  the  Pacific ;  and  which,  taking  a  sweep  down  towards  the  Society  Islands,  may 


FROM  THE   SANDWICH  ISLANDS,   HOME.  829 

complete  the  circuit,  and  so  feed  the  warm  current  of  which  I  have  been  speaking.    Is  this  cold  current  in 
45°,  or  50°,  or  55°  south,  an  ice-bearing  current ?     {Vide  Plate  XIX.) 

Vessels  bound  around. Cape  Horn  from  any  of  the  inter-tropical  islands  of  the  Pacific,  should  run 
south  through  the  trades  with  topmast  studding-sails,  make  for  the  trade-like  westerly  winds  of  the  South 
Pacific,  and  with  them  run  down  their  easting  for  Cape  Horn. 

I  may  quote  the  abstract  log  of  the  Sovereign  of  the  Seas,  McKay,  on  her  celebrated  run  from  Oahu 
to  Kew  York,  in  1853. 

This  log  will  also  serve  still  farther  to  illustrate  these  Sailing  Directions  for  the  homeward  passage 
from  Australia. 

The  Sovereign  of  the  Seas  is  one  of  the  glorious  fleet  of  a  thousand  sail  that  is  voluntarily  engaged 
in  making  observations  for  the  Wind  and  Current  Charts.  She  it  is,  it  will  be  recollected,  who,  taking 
them  for  her  guide,  made  the  extraordinary  run  of  one  hundred  and  three  days  from  New  York  to  San 
Francisco,  both  crossing  the  equator  in  the  Pacific  and  arriving  in  port  on  the  day  predicted. 

Eeturning  from  the  Sandwich  Islands  to  New  York,  in  the  remarkably  short  run  of  eighty-three  days, 
she  passed  through  a  part  of  the  Great  South  Sea,  which,  up  to  that  time,  had  been  seldom  traversed  by 
traders — at  least,  I  had  the  records  of  very  few  that  had. 

Little  or  nothing,  except  what  conjectures  suggested,  was  known  as  to  the  winds  in  this  part  of  the 
ocean.  The  results  of  my  investigations  elsewhere,  with  regard  to  winds  and  the  circulation  of  the  atmo- 
sphere, had  enabled  me  to  announce  as  a  theoretical  deduction,  that  the  winds  in  the  "variables"  of  the  South 
Pacific  would  probably  be  found  to  prevail  from  the  westward  with  a  trade-wind  like  regularity. 

Between  the  parallels  of  45  and  55  degrees  south,  and  from  the  meridian  of  the  Cape  of  Good  Hope 
eastward,  around  to  that  of  Cape  Horn,  there  is  no  land  or  other  disturbing  agent  to  intercept  the  wind  in 
its  regular  circuits ;  here  the  winds,  it  was  conjectured,  would  be  found  blowing  from  the  west  with  greater 
force  than  from  the  east  in  the  trade-wind  regions ;  and,  giving  rise  to  that  long  rolling  swell  peculiar  to 
those  hyper-austral  regions  of  the  Pacific,  they  would  enable  ships  steering  east  to  make  the  most  remark- 
able runs  that  have  ever  been  accomplished  under  canvas. 

The  Sovereign  of  the  seas  has  afforded  the  most  beautiful  illustration  as  to  the  correctness  of  these 
theoretical  deductions. 

Leaving  Oahu  for  New  York,  via  Cape  Horn,  February  13,  1853,  she  stood  to  the  southward  through 
the  belts,  both  of  the  northeast  and  the  southeast  trades,  making  a  course  good  on  the  average  through 
them,  a  little  to  the  west  of  south.  She  finally  got  clear  of  them,  March  6,  after  crossing  the  parallel  of 
45°  S.,  upon  the  meridian  of  164°  W. 

The  8th  and  9th,  she  was  in  the  horse  latitude  weather  of  the  southern  hemisphere.  So  far,  her  run 
had  been  good,  but  there  was  nothing  remarkable  in  it. 

Having  crossed  the  parallel  of  48°  S.,  she  found  herself,  on  the  10th,  fairly  within  the  trade-like  west 
winds  of  the  Southern  Ocean;  and  here  commenced  a  succession  of  extraordinary  days'  runs  that  have 
been  seldom  equalled,  rarely  surpassed. 


830  THE  WIND  AND   CTJREENT  CHARTS. 

From  March  9  to  March  31,  from  the  parallel  of  48°  S.  in  the  Pacific,  to  35°  S.  in  the  Atlantic,  during 
an  interval  of  twenty-two  days,  that  ship  made  29  degrees  of  latitude,  and  126  of  longitude.  Her  shortest 
day's  run  during  the  interval,  determined  by  calculation,  from  the  position  given  in-  the  log,  being  150 
knots.  The  wind,  all  this  time,  is  not  recorded  but  once  with  easting  in  it ;  it  was  steady  and  fresh  from 
the  westward. 

In  these  twenty-two  days,  that  ship  made  five  thousand  three  hundred  and  ninety-one  nautical  miles. 
The  predicted  triumph  of  canvas  under  these  west  winds  over  steam  elsewhere  is  already  realized ;  for  here 
is  a  ship  under  canvas,  and  with  the  winds  alone  as  a  propelling  power,  and  with  a  crew,  too,  so  short,  the 
captain  informs  me,  that  she  was  but  half  manned,  accomplishing,  in  twenty-two  days,  the  enormous  run  of 
six  thousand  two  hundred  and  forty-fiv^  statute  miles  (one-fourth  the  distance  round  the  earth),  and  making 
the  daily  average  of  two  hundred  and  eighty-three  statute  miles  and  nine-tenths  (283.9).  During  eleven  of 
these  days  consecutively,  her  daily  average  was  three  hundred  and  fifty-four  statute  miles ;  and  during 
four  days,  also,  consecutively,  she  averaged  as  high  as  three  hundred  and  ninety-eight  and  three-quarter 
statute  miles. 

This  abstract  log  will  also  illustrate  very  well  the  homeward  passage  from  the  islands  in  the  Pacific 
generally ;  that  is,  the  way  home  thence  is  in  all  cases  to  run  down  south  until  you  get  into  the  westerly 
winds,  and  then  bear  away  east. 

Captain  McKay  made  only  one  mistake  by  the  way,  and  that  was  in  getting  from  the  S.  E.  trades 
through  the  belt  of  the  horse  latitude  weather  into  the  N.  W.  trades,  I  may  call  them,  of  the  southern 
hemisphere. 

In  passing  from  one  system  of  trades  to  the  other,  or  from  the  trades  to  the  variables,  there  is  always 
a  debatable  ground  which  belongs  neither  to  trades  nor  variables.  This  debatable  ground  between  the 
trades  about  the  equator  is  called  the  doldrums.  Between  the  trades  and  the  variables  of  the  extra- 
tropical  regions,  it  is  called  the  horse  latitudes. 

In  these  debatable  grounds,  calms  and  baffling  winds  are  to  be  expected,  sometimes  of  several  weeks, 
and  often  of  many  days,  and  occasionally  of  only  a  few  hours'  duration.  And  the  rule  for  crossing  these 
belts  is,  whenever  there  is  sea-room,  to  steer  due  north  or  south  according  to  your  destination. 

Therefore,  in  coming  from  the  Sandwich  or  the  Society  Islands,  or  California  to  Cape  Horn,  the  rule 
should  be  to  go  south  as  fast  as  possible,  in  order  to  get  in  the  N.W.  trade-wind  region  of  that  ocean  with 
its  heaving  swells.  Until  you  get  into  the  region  of  these  winds,  no  course  can  be  given.  The  best 
passages  are  to  be  made  by  crossing  the  trades  with  topmast  studding-sails  set. 

And  in  illustration  of  this,  I  might  refer  to  the  abstract  log  of  the  Sovereign  of  the  Seas,  as  well  as 
of  the  Comet  and  the  Flying  Dutchman  from  California.  The  last  two  ships,  though  they  lost  the  S.  E. 
trades  in  about  30°,  did  not  get  the  regular  westerly  winds  for  some  ten  days  afterwards,  near  the  parallel 
of  48°  or  50°. 

All  three  of  these  ships  were  in  this  debatable  ground  of  Capricorn  in  the  Atlantic,  from  two  to  three 
days ;  the  Sovereign  of  the  Seas  making  only  68,  84,  and  72  miles  a  day ;  the  Comet,  27  and  43  miles  on 


FROM  THE  SANDWICH  ISLANDS,  HOME.  831 

two  successive  days ;  the  Flying  Dutchman,  46  and  104.    Indeed,  it  may  be  said  that  these  ships  fell  in 
with  the  baffling  winds  of  the  horse  latitudes  3d  of  April,  when  they  lost  the  N.  W.  trades. 

Eeturning,  therefore,  to  the  route  to  Australia,  and  thence  home  via  Cape  Horn,  I  beg  to  impress 
navigators  with  the  fact  that  I  am  not  prepared  to  speak  as  to  the  ice  that  may  be  expected  so  low  down 
as  the  parallel  of  55°  or  60°  south,  between  the  meridians  of  the  Cape  of  Good  Hope  and  Yan  Pieman's 
Land ;  and,  therefore,  navigators  who  take  these  Sailing  Directions  for  their  guide,  must  judge  for  themselves 
as  to  dangers  from  the  ice  by  the  route  of  which  I  am  now  treating.  I  have  ho  reliable  information  upon 
that  subject,  except  such  as  I  have  already  quoted. 


832 


THE  WIND  AND   CUEKENT   CHARTS. 


Abstract  Log  of  the  Ship  Sovereign  of  the  Seas  (L.  McKay),  hound  from  Honolulu  to  New  York,  1853. 


THER. 

9  a.m. 

■WINDS. 

Date. 

Latitude 
at  noon. 

Longitude 
at  noon. 

Dist. 
per 

Bar. 

BEMAKKS. 

log. 

Air. 

Water. 

First  part. 

Middle  part. 

Latter  part. 

Feb.  12 

Sailed  from  Honolulu. 

13 

19°21'  N. 

158°16'  W. 

168* 

30.10 

75° 

77° 

N.E. 

Variable 

E. 

First  part,  fine;  middle  part,  squal- 
ly; ends,  light. 

14 

18  10 

159  10 

89 

30.10 

75 

77 

E.toE.S.E. 

S.E. 

E.  to  N.  E. 

Nearly  calm. 

15 

16  20 

159  43 

120 

30.05 

78 

78 

S.  E. 

S.  S.  E. 

S.  S.  E. 

Nearly  calm  ;  fine  and  clear. 

16 

12  27 

160  28 

265 

30.00 

75 

78 

S.  S. E. 

S.  S.  E. 

E.  by  S. 

First  part,  light  breezes;  ends,  fresh 
and  squally. 

17 

8  13 

159  00 

301 

30.00 

77 

76 

E.  by  S. 

E.  by  S. 

E.  N.  E. 

Heavy  breezes  and  cloudy  weather. 

18 

4  20 

157  42 

302 

30.00 

81 

79 

N.  E.  by  E. 

N.  E.  by  E. 

E.toE.S.E. 

Strong  breezes  and  cloudy;  rough 

19 

2  40 

158  49 

166 

30.00 

80 

80 

S.  E.  by  E. 

S.E. 

S.E. 

sea. 
Moderate  weather. 

20 

0  47 

160  50 

156 

S.E. 

1       S.E. 

S.  E.  by  E. 

Pleasant  weather  and  light  breeze. 

21 

2  27  S. 

157  35 

211 

30.00 

85 

85 

E.  N.  E. 

E.N.E. 

E.  N.  E. 

Pleasant  weather  and  light  breeze. 

22 

5  47 

159  38 

199 

30.10 

85 

83 

Pleasant  weather  and  light  breeze. 

23 

8  32 

160  03 

164 

30.00 

87 

85 

E. 

E. 

E. 

Pleasant  weather  and  light  breeze. 

24 

9  22 

160  11 

82 

29.95 

87 

81 

E.  S.  E. 

Variable 

S.  S.  E. 

Light  and  variable. 

25 

11  44 

160  10 

140 

29.90 

85 

83 

E.  N.  E. 

Variable 

Variable 

Squally  with  rain. 

26 

16  25 

159  54 

307 

Variable 

E. 

E. 

Strong  breezes  and  squally,  with 
heavy  rain. 

27 

20  42 

160  59 

308 

29.90 

78 

82 

E. 

E. 

E. 

Strong  breezes   and  squally,  with 
heavy  rain. 

28 

24  34 

160  41 

231 

E. 

E. 

E.  N.  E, 

Steady  breeze  and  clear. 

Mar.  1 

27  32  D.  R. 

159  36D.R. 

179 

29.90 

77 

80 

N.E.  to  S.E. 

E.  S.  E. 

N.E. 

First  part,  variable  winds  and  squal- 
ly; ends,  fresh. 

2  30  17 

159  20 

173 

29.92 

78 

78 

N.E. 

N.E. 

N.E. 

Light,  variable  winds,  with  heavy 

3  32  41 

159  40 

150 

29.00 

87 

76 

S.E.byE. 

E. 

E. 

rain. 
First  part,  light  winds,  with  rain; 
ends,  pleasant. 

4  37  14 

161  15 

311 

29.82 

71 

72 

S.  S.  E. 

S.  S.  E. 

S.  S.  E. 

Strong  breezes  and  squally;  sprung 

fore-topmast. 

5 

42  00 

163  21 

308 

29.80 

70 

70 

S.  S.  E. 

S.  S.  E. 

S.  S.  E. 

Strong  breezes  and  squally ;  heavy 

6 

45  04 

164  00 

198 

29.93 

70 

70 

S.  S.  E. 

E. 

E.  by  N. 

sea. 
Strong  breezes  and  squally;  heavy 

7 

47  07  D.  R. 

129 

S.  E.  by  E. 

S.  E.  by  E. 

S.  E.  by  E. 

sea. 

Moderate  weather;  fished  fore-top- 
mast. 

Moderate  weather. 

8 

96 

N.E.byE. 

N.  E.  by  E. 

N.  E.  by  E. 

9 

48  26 

156  23 

169 

29.90 

67 

65 

N. 

N.W. 

N.W. 

Moderate  weather  and  pleasant. 

10 

48  25 

151  24 

271 

30.05 

65 

65 

N.W. 

N.W. 

N.W. 

Fresh  breezes  and  pleasant. 

11 

48  15 

143  44 

832 

30.05 

60 

60 

N.W. 

N.W. 

N.W. 

Strong    gales    and    heavy   squalls 
during  the  night. 

12 

48  19 

136  30 

312 

29.89 

60 

62 

W.  S.  W. 

W.  S.  W. 

W.  S.  W. 

Strong  breezes  throughout. 

13 

48  40 

129  19 

284 

28.95 

40 

43 

w.  s.  w. 

N.  N.  W. 

N.  N.  W. 

First   part,   fresh    breezes;    latter 
part,  heavy  gales. 

14 

48  58 

125  02 

207 

W.  N.  W. 

N.W. 

s.w. 

Fresh  gales  and  heavy  sea;  latter 
part,  moderate. 

15 

49  00 

118  46 

275 

w.  s.  w. 

W.  S.  W. 

w.  s.  w. 

Fresh  breezes  and  cloudy. 

16 

49  40 

109  28 

396 

N.W. 

N.W. 

N.W. 

Strong  breezes  and  cloudy,  with  rain. 

17 

50  25 

101  58 

311 

30.05 

43 

43 

N.W. 

N.W. 

N.W. 

Strong  breezes  and  heavy  sea. 

18 

52  12 

91  28 

411 

N.W. 

N.W. 

N.W. 

Strong  breezes  and  rough  sea. 

19 

55  18 

84  03 

360 

N.W. 

W. 

W. 

Strong  westerly  winds  and  heavy  sea. 

20 

56  18 

76  58 

267 

29.72 

43 

41 

W.  N.  W. 

W.  N.  W. 

W.  N.  W. 

Strong  breezes  and  pleasant. 

21 

56  23 

69  00 

307 

29.60 

49 

49 

N.  N.  W. 

N.  N.  W. 

N.W. 

Moderate    breezes    and    pleasant; 
made    Diego   Ramirez,    bearing 
E.  by  S.,  distant  15  miles. 

22 

55  17 

64  50 

172 

29.60 

N.  N.  W. 

N.  N.  W. 

N.  N.  W. 

Light  breezes  and  warm  weather. 

23 

54  37 

60  30 

146 

29.70 

40 

40 

N.W. 

N.  N.  W. 

N.  N.  W. 

First  part,  light  breezes  and  plea- 
sant; latter  part,  fresh  and  foggy. 

*  The  distances  in  this  column  are  the  distances  as  given  by  the  log. 


FROM  TUK  SANDWICH  ISLANDS.   HOME. 


833 


Ahstract  Log  of  the  Ship  Sovereign  of  the  Seas — Continued. 


Latitude 
at  noou. 


Longitude 
at  noon. 


52°42'  S. 
50  15 
47  53 
44  89 
41  50 
39  19 
37  30 
35  28 

34  10 
32  13 
31  09 
29  47 
28  39 

27  33 
26  24 

24  19 
22  18 

21  11 
19  53 
12  31 

9  37 


7 
4 
3 
2 
1 


03 
50 
14 
20 
46 
0  48 

0  49  N. 

1  21 


42 
34 


13  20 
16  10 
19  42 
23  21 

26  00 

28  10 

29  53 

31  43 

33  13 

34  32 

37  22 


53°15'  W. 

47  47 

43  05 

43  24 

38  30 
34  20 

31  18 

29  57 

28  11 

30  47 

29  16 

27  55 
27  47 

26  49 

27  12 

28  47 

30  20 

32  21 

33  24 

34  37 
34  17 

34  22 

35  20 
37  25 

39  05 

40  00 

40  37 
42  22 

41  18 

42  42 
45  15 

52  23 
54  55 
59  02 

61  35 

62  40 
64  00 

68  03 

71  26 

73  26 
71  47 

74  35 


Dist. 
per 
log. 


251 
203 
168 
190 

237 
183 

188 

161 
171 
105 
135 
124 

143 

84 

128 
156 

149 

207 
280 
196 

141 

152 

166 

99 

61 

98 
77 
53 

106 
237 
293 
285 
282 
286 
273 
188 
153 

196 

199 


Bar. 


29.75 
29.78 
30.47 
29.95 
29.95 
30.10 
30.52 
29.95 

29.90 
30.12 
30.15 

30.18 


30.12 

30.11 
30.10 

30.10 
30.10 
30.00 
30.00 

29.90 
29.90 
29.95 
.30.00 
30.00 
30.00 
30.10 
.30.10 


30.14 


30.15 
30.12 
30.00 
30.15 


30.00 
30.12 


THEB.  9  A.  H. 


Air.  Water. 


45° 
50 

47 
52 
54 

63 

67 
67 
73 

77 


80 

78 
76 

79 
79 
76 
76 

82 
83 
85 
89 
89 
89 
90 
90 


85 


85 
86 
83 
86 


77 
68 


First  part. 


45= 
48 

47 
52 
54 

63 

66 
67 
73 

77 


80 

78 
76 

79 
79 

76 
76 

82 
82 
84 
87 
89 
89 
88 
90 


85 


85 
85 
83 
86 


77 
71 


N.  N.  W. 
N.  N.  W. 
W.  N.  W. 
W.N.  W. 

N.E.byN. 

N. 

N. 

N.  N.  E. 
N.  by  E. 
N.  by  E. 
N.  by  W. 

N. 

N.byE. 
N.  N.  W. 

E. 

N.  by  E. 

N.N.E. 

N.  E.  by  E. 

E. 

E. 

E. 

S.  E. 

S.  E. 
E.  N.  E. 
E.  N.  E. 
Variable 
N.  N.  E. 
N.  N.  E. 

Calm 

N.  E.  by  N. 
N.  N.  E. 

E.  N.  E. 

E. 

E. 

E.  S.  E. 

S.E. 

S.  E. 

N.byE. 


Middle  part.  [  Latter  part. 


BEHAKES. 


N.  W. 

W.  N.  W. 

w. 

N.  N.  E. 

N.E. 

N. 

N.  N.  E. 

N.  N.  E. 
N.  N.  E. 
N.  by  W. 
N.  by  B. 
N.  by  E. 

N.  by  E. 
S.E. 

E.  N.  E. 
E.  N.  E. 

E.  N.  E. 

N.  E.  by  E. 

N.  n!  e. 

E. 

S.E. 

E.  S.  E. 

E.  N.  E. 

N.  N.  E. 
E.  N.  E. 

n.  n.  e. 

S.E. 

N.  N.  E. 
N.  E. 

N.  N.  E. 

E. 
E. 
E. 

W.  iS. 
S.E. 

N.E. 

N.  N.  E. 


N.  W.       Moderate  breeze  and  foggy. 
N.  W.       Steady  breezes  and  pleasant  weather. 
W.  N.  W.    Light  breezes  and  pleasant. 
N.  W.       Light  breezes  and  cloudy. 

Light  breezes  and  heavy  sea. 
E.  N.  E.     Moderate  breezes  and  cloudy. 
N.  by  E.     Light  breezes  and  pleasant. 
N.  N.  W.     Strong  breezes  and  squally;  latter 
part,  rainy. 
N.  W.  by  N.!  Light  breezes  and  pleasant. 
N.  E.        Light  breezes  and  pleasant. 
N.  Light  breezes  and  pleasant. 

N.  by  E.     Light  breezes  and  pleasant. 

N.  Light  breezes  and  pleasant;  latter 

part,  squally  with  rain. 
N.  by  W.    Light  breezes  and  pleasant. 
N.N.E.     Squally    with    rain;    ends,    light 

breezes  and  clear. 
N.  N.  E.     Light  breezes  and  pleasant. 
N.  N.  E.     Light  breezes  and  pleasant;  latter 
part,  showers  of  rain. 
N.  E.       Light  variable  winds  and  pleasant. 
N.  E.  by  E.  Moderate  breezes  and  pleasant. 
E.  Fresh  and  cloudy. 

E.  Moderate  and  cloudy;  ends,  squally 

with  rain. 
S.  E.        Light  and  pleasant. 
S.  E.        Fine  weather. 
E.  Light  winds  and  clear. 

E.  N.  E.     Calm  and  squally,  with  light  rain. 

Calm        Light  breezes  and  squalls. 
Variable    jCalm,  with  passing  squalls  of  rain. 
N.  N.  E.     Light  airs  and  sultry. 
Calm        Light  airs  and  passing  clouds,  with 
rain. 
N.  N.  E.     Calms  and  .squalls. 

W.  Fine  breezes  with  occasional  squalls. 

N.  N.  E.     fine  breezes. 

Fine  breezes  and  fine  weather. 
E.         iFresh  breezes  and  pleasant. 
E.  Strong  breezes  and  passing  clouds. 

E.  iPleasant  breezes,  with  a  rough  sea. 

S.  E.        Light  breezes  and  plea.sant. 
S.  E.        Commences   pleasant;    ends  rainy, 
thick  weather. 
N.  N.  E.     Moderate  breezes  and  thick,  rainy 

weather. 
N.  N.  E.    iPIeasant,  with  passing  clouds. 
I  Weather  cool  and  pleasant. 
iCommences  calm;    ends  with  mo- 
derate breezes. 
Moderate   breezes;   sounded  in  40 

fathoms;  bottom. 
Made  Barnegat  light  at  1  A.  M. ; 
took  a  pilot  on  board,  and  stood 
in;  at  3  P.  M.,  anchored  in  East 
River. 


105 


STEAM  ROUTE  TO  CAPE  OF  GOOD  HOPE  AND  AUSTRALIA. 


The  exigencies  of  trade  and  travel  will  probably  call  for  two  stcara  routes,  besides  one  via  Panama 
Eailway,  to  Australia.  One  of  these  will  probably  be  direct,  the  other  via  the  Cape  of  Good  Hope.  The 
direct  route,  using  steam  to  cross  the  calm  belts,  and  elsewhere  only  as  an  auxiliary,  will  be  nearly  the 
same  as  that  for  sailing  vessels,  except  that  they  may  cross  the  equator  further  to  the  eastward  than  I  have 
recommended  for  canvas  alone. 

But  as  for  the  route  via  the  Cape,  no  one  who  has  coasted  along  in  the  Pacific,  from  Valparaiso  to 
California,  or  any  of  the  intermedios,  can  have  failed  to  remark  how  beautifully  adapted  that  sea  is  for 
steam  navigation.  Through  the  whole  range,  from  north  to  south,  of  both  systems  of  trades,  that  coast 
lies  under  the  lee  of  a  continent ;  hence  the  smooth  sea  and  inviting  field  for  steam.  In  like  manner,  the 
coast  of  Africa  is  a  breakwater  for  the  Atlantic ;  and  under  the  lee  of  that  continent  it  affords  a  smooth 
sea  all  the  way  between  the  tropics  for  steamers  that  ply  between  Europe  and  the  Cape  of  Good  Hope. 
The  best  course  for  suj3h  is  by  long  stretches  from  headland  to  headland,  taking  care  not  to  turn  out  of 
the  way  to  follow  the  indentations  of  the  coast. 

The  route  taken  from  Liverpool  to  the  Cape  by  Lieut.  Porter,  in  the  American  steamship  Golden  Age, 
may  serve  as  a  model.  His  letter  and  remarks  appear  to  present  the  way  in  so  clear  a  light,  that  I  deem 
it  unnecessary  to  say  more. 

Abstract  Log  of  the  American  Steamship  Oolden  Age  (D.  D.  PoBTER,  U.  S.  N.)     From  Liverpool  to  Cape  of  Oood  Hope. 


Latitude. 

Longitude. 

Dist. 

Current 
per  liour. 

Varia- 
tion ob- 

Density 

by' 

hydro- 

Bar. 

THER.   9  A.  M. 

WINDS. 

Date. 

WATER. 

Air. 

served. 

meter. 

Surface. 

Depth.* 

First  part. 

Middle  part. 

Latter  part. 

1853 

■ 

Dec.   6  51°31'N. 

6°35'  W. 

200 

KE. 

N.KW. 

N.N.W. 

7 

48  59 

9  52 

240 

1.029 

30.10 

57° 

59° 

54° 

North 

Calm 

South 

8 

45  31 

12  28 

240 

1.027 

30.2 

57 

57 

54 

S.E. 

S.E. 

S.E 

9|41  33 

14  80 

260 

1.029 

80.2 

57 

61 

56 

E.  S.  E. 

E.S.E. 

E.SE. 

10 

37  38 

15  88 

255 

1.029 

80.1 

60 

61 

60 

S.E. 

Calm 

North 

11 

34  04 

17  10 

220 

1.029 

80.0 

68 

64 

65 

N.KW. 

S.W.byS. 

West 

12 

31  07 

18  44 

195 

1.029 

30.5 

65 

66 

69 

W.S.W. 

W.byS. 

W.  by  S. 

13 

27  41 

20  11 

240 

1.029 

80.2 

70 

71 

76 

w.s.w. 

W.S.W. 

W.S.W. 

14 

23  50 

21  56 

263 

1.080 

30.3 

70 

71 

70 

w.s.w. 

N.W. 

North 

15 

19  46 

28  55 

276 

1.030 

30.2 

74 

75 

74 

N.B. 

N.E. 

N.E. 

20 

14  30 

24  15D.E. 

157 

11  k.,  W. 

1.029 

80.1 

78 

74 

74 

East 

East 

East 

21 

12  15 

20  53 

245 

1.028 

30.1 

76 

79 

72 

East 

E.N.E. 

E.N.E. 

22 

9  51 

237 

1 

1.025 
1.023 

30.1 

78 

78 

77 

E.N.E. 

E.N.E. 

E.N.E. 

23 

7  18 

14  89 

235 

I  k.,  W. 

1.025 

30.1 

83 

84 

81 

East 

S.E. 

East 

24 

5  08 

11  81 

237 

i  k.,  W. 

t 

1.025 

30.1 

82 

83 

82 

N.E.byN. 

N.N.E. 

N.E. 

25 

2  44 

8  18 

242 

1.026 

80.1 

82 

88 

88 

S.  S.  W. 

S.  S.  w. 

S.S.W. 

26 

0  40 

5  09 

230 

1  k.,  W. 

1.027 

30.1 

82 

82 

80 

S.S.W. 

S.  S.  w. 

S.S.W. 

27 

1  36  S. 

2  21 

230 

Jk.,N.W. 

1.027 

80.1 

81 

82 

83 

s.s.w. 

S.  S.  w. 

S.S.W. 

28 

4  21 

0  03  E. 

220 

lk.,N.W. 

1.027 

80.1 

78 

79 

80 

S.  by  W. 

S.  s.  w. 

S.  by  W. 

29 

7  10 

3  12 

251 

.ik.,E.byS. 

24°  W. 

1.028 

80.1 

79 

80 

78 

S.  by  W. 

S.  by  W. 

South 

3010  05 

5  48 

260 

.ik.,E.byS. 

24°  W. 

1.028 

30.1 

79 

80 

78 

S.  by  W. 

S.  by  W. 

South 

8114  16 

7  54 

255 

fk.,E.byS. 

1.029 

80.08 

72 

71 

74 

S.  by  E. 

South 

S.  by  W. 

1854 

Jan.    1 17  46 

9  56 

240 

1.030 

30.08 

72 

74 

68 

S.  by  W. 

South 

South 

221  42 

11  28 

250 

I  k.,  S.  E. 

1.029 

80.1 

68 

67 

69 

S.  by  W. 

South 

S.  by  W. 

3  24  56 

13  09 

220 

ik.,S.E. 

26°  W. 

1.029 

80.5 

66 

67 

68 

S.  by  W. 

S.  by  W. 

S.  by  W. 

428  06 

15  11 

212 

i  k.,  S.  E. 

1.029 

80.0 

60 

62 

60 

S.  by  W. 

South 

South 

531  34 

16  28 

223 

ik.,S.E. 

26°  W. 

1.029 

S.byW. 

S.S.W. 

*  Height  of  depth-cock  from  water-line  9  feet,  ship  lightening  nearly  2  inches  a  day.     On  the  last  day  of  the  voyage,  cock  5  J  feet  under  water. 
\  Passing  the  mouths  of  the  rivers  Senegal,  Gambia,  and  Icba,  causing,  I  presume,  the  sudden  change  in  density. — D.  D.  P. 


STEAM  EOUTK  TO  CAPE  OP  GOOD  HOPE  AND  AUSTRALIA.  835 

Dec.  6.    Going  down  St.  George's  Channel ;  all  sail  set. 

Dec.  7.    Begins  liglit  breezes ;  middle,  calm ;  ends  light ;  ship  very  deep. 

Dec.  8.     Begins  light  breezes ;  middle,  light  winds ;  ends  the  same. 

Dec.  9.    Begins  strong  breezes  and  cloudy ;  middle,  strong  winds ;  ends  fresh  breezes. 

Dec.  10.    Begins  strong  breezes ;  middle,  heavy  rain  squalls ;  ends  with  fresh  gales. 

Dec.  11.  Begins  strong  winds;  middle,  fresh  gales,  heavy  rain  squalls;  ends  with  fresh  gales.  In 
looking  at  Maury's  Chart,  I  find  but  one  or  two  instances  of  S.  W.  gales  in  this  lat. 

Dec.  12.    Begins  fresh  gales ;  middle,  the  same ;  ends  fresh  breezes. 

Dec.  13.    Commences  fresh  breezes ;  middle,  the  same ;  ends  the  same. 

Dec.  14.     Commences  light  winds ;  middle,  the  same ;  ends  the  same. 

Dec.  15.  Begins  moderate ;  in  the  middle  part  anchored  in  the  harbor  of  St.  Vincent,  Cape  de  Verds, 
10  days  8  hours  from  Liverpool;  met  with  the  N.  E.  trade  only  in  the  last  24  hours. 

Dec.  20.  At  8  o'clock,  P.  M.  on  the  19th,  sailed  from  St.  Vincent,  900  tons  of  coal  on  board.  Middle 
part,  fresh  breezes;  latter  part,  moderate;  in  the  last  12  hours  found  the  current  setting  to  the  "VV.  IJ 
knots  per  hour. 

Dec.  21.    Begins  light  breezes ;  middle,  fresh  breezes ;  ends  moderate. 

Dec.  22.    Begins  light  breezes ;  middle,  fresh  breezes ;  ends  fresh. 

Dec.  23.  Begins  fresh  breezes ;  middle,  light  winds ;  ends  variable  and  light ;  from  6  to  8  A.  M. 
strong  tide  rips  setting  E. ;  from  10  A.  M.  to  noon,  strong  tide  rips  setting  E. 

Dec.  24.    Commences  moderate  breezes ;  middle,  light  winds ;  ends  light  airs. 

Dec.  25.  Commences  light  breezes;  middle,  strong  breezes;  ends  fresh  breezes  and  rain. ;§qualls. 
The  wind  seems  to  have  set  in  steady  to-day  from  S.  S.  W.,  the  sails  drawing  beautifully,  the  thermometer 
standing  at  82°  in  the  shade,  the  weather  cool  and  comfortable,  and  no  one  suffering  in  the  least  from  heat. 
At  noon,  we  were  up  with  Cape  Palmas,  at  which  point  the  coast  of  Africa  runs  east  from  the  wind  harbor 
to  S.  W.  by  S.  ^  S.,  evidently  influenced  by  the  land.  This  would  enable  a  sailing  vessel  to  lay  along  the 
land  with  a  free  wind,  and  make  six  or  seven  knots  an  hour.  I  found,  as  we  approached  the  land,  that 
the  wind  freshened,  and  died  away  as  we  left  it. 

Dec.  26.  Begins  fresh  breezes  and  squally ;  middle,  fresh  and  clear;  ends  strong  breezes  and  squally ; 
the  jibs  set,  and  at  times  the  trysails;  weather  cool  and  pleasant ;  thermometer  85°  in  the  shade;  all  fore- 
and-aft  sail  set;  in  the  latter,  ship  making  eleven  knots. 

Dec.  27.  At  12  o'clock,  wind  quite  light ;  middle,  the  same ;  latter  part,  fresh,  hauling  steadily  to  the 
south ;  water  very  smooth ;  found  a  current  of  one  mile  per  hour  setting  to  N.  W. ;  night  sets  in  with 
heavy,  black  clouds,  but  clears  up  finely  by  midnight. 

Dec.  28.    Begins  strong  breezes ;  middle,  fresh  breezes  and  hazy ;  ends  fresh  breezes. 

Dec.  29.  Begins  fresh  breezes ;  middle,  fresh  breezes ;  ends  the  same;  wind  moderating;  water  very 
smooth  ;  at  times,  strong  tide  rips,  which  induced  me  to  think  we  should  have  but  little  current,  as  I  have 
noticed  in  the  Florida  Gulf  that  the  current  don't  run  so  strong  when  there  are  tide  rips ;  we  found  this 


886  THE  WIND  AND  CURRENT  CHARTS. 

day  ten  miles  easterly  current;  as  we  approach  the  African  coast  wind  moderates;  all  tte  yards  and  masts 
down;  steaming  rapidly. 

Dec.  30.  Begins  light  breezes ;  middle,  moderate ;  ends  light ;  but  one  shower  has  occurred  up  to  this 
time  during  our  passage  across  the  line,  and  no  calm  weather;  since  we  fell  in  with  the  S.  E.  trades,  the 
barometer  has  gone  up  .6  every  night,  and  fallen  to  .3  in  the  day  time. 

Dec.  31.  First  part,  moderate;  middle,  the  same;  ends  the  same;  sea  as  smooth  as  a  river;  ship 
making  eleven  knots  an  hour;  found  no  current;  ship  making  her  course  and  distance;  strong  tide 
rips ;  during  the  night,  water  very  phosphorescent ;  looked  like  breakers. 

January  1,  1854.  First  part,  fresh  breezes ;  middle,  the  same ;  ends  light  breezes ;  a  heavy  swell 
setting  from  the  south ;  at  5  o'clock  A.  M.  made  light-colored  water ;  at  meridian,  the  day  before,  I  shaped 
my  course  to  go  between  Cape  Frio  and  the  bank  of  Antonio  Viana,  the  latter  laid  down  as  doubtful  on 
some  of  the  Charts;  passed  25  miles  to  the  eastward  of  it;  finding  the  water  changing  color  to  a  light 
green,  got  an  up  down  cast  of  the  lead  in  75  fathoms ;  mud  and  dark  sand,  also  mark  of  a  pebble ;  water 
growing  lighter  up  to  meridian ;  no  doubt  this  is  the  eastern  edge  of  the  bank  of  Antonio  Viana ;  found  no 
current ;  sea  calm,  with  a  long  swell ;  passed  a  hump-backed  whale  close  aboard ;  many  black  fish  in  sight. 

Jan.  2.  Begins  light  winds;  middle,  moderate;  ends  fresh  winds  and  rain  showers;  the  first  part  of 
these  24  hours  passing  over  light-colored  water ;  a  long  ground-swell  on  ;  at  midnight,  the  water  suddenly 
became  smooth,  indicating  that  we  were  off  the  bank ;  wind  setting  in  fresh ;  at  4  A.  M.  the  breeze 
moderated  a  little,  but  set  in  again  very  strong,  bringing  fog  and  rain ;  current  setting  S.  E. ;  water  light 
colored  again  to-day,  indicating  soundings. 

Jan.  8.  Very  strong  winds  from  the  S.  E.,  and  a  very  heavy  head  sea ;  found  a  current  of  14  miles  in 
our  favor  these  24  hours ;  water  a  light  color,  indicating  soundings ;  short  chopping  sea  on  ;  weather  clear 
and  pleasant, 

Jan.  4.  A  very  strong  trade  blowing  throughout  these  24  hours ;  in  the  middle  part  it  was  very 
strong  and  squally ;  moderated  a  very  little  towards  noon ;  a  very  heavy  swell  on ;  ship  pitching  into  it 
hard ;  at  midnight,  got  into  blue  or  dark  colored  water ;  sea  increased ;  hauled  in  on  soundings  by  the 
appearance  of  the  water ;  sea  at  once  became  smoother ;  coal  getting  short,  allowanced  the  engine  25  tons 
per  day;  shut  off  close ;  no  perceptible  current  these  24  hours ;  passed  to-day  tops  of  the  palm  tree  floating 
on  the  water ;  running  all  day  in  light-colored  water ;  coast  30  miles  off. 

Jan.  5.  Strong  winds  these  24  hours  from  S.  E. ;  a  very  heavy,  short,  head  sea  on,  indicating  current 
in  our  favor;  found  20  miles  of  current  with  us  this  day ;  and  without  doubt  there  is  a  regular  S.  E.  set  on 
soundings  where  we  have  been  for  six  days,  for  the  current  seems  to  run  the  stronger  when  the  wind  blows 
against  it;  this  current  commences  in  latitude  10°  south,  and,  by  hugging  the  shore,  can  be  carried  up  to 
the  Cape  of  Good  Hope ;  from  Antonio  Viana  bank,  there  are  soundings  all  the  way  to  the  Cape,  the  water 
of  a  light  green  color;  I  got  bottom  in  75  fathoms,  where  the  water  first  began  to  change;  at  midnight, 
made  the  table  land.  Cape  of  Good  Hope,  and  stood  into  the  harbor,  twenty-six  days  and  a  half,  running 
time,  from  England. 

D.  D.  POETEE. 


STEAM  ROUTE  TO  CAPE  OF  GOOD  HOPE  AND  AUSTRALIA.  837 

Cape  of  Good  Hope,  January  6, 1854. 

Dear  Sir  :  I  inclose  you  a  copy  of  the  abstract  log  I  have  kept  since  leaving  Liverpool ;  it  may  be 
interesting,  from  the  fact  that  an  American  steamship  has  made  a  direct  run  to  the  Cape  of  Good  Hope 
in  26  and  a  half  days,  the  quickest  run  ever  yet  made  by  seven  or  eight  days,  and  contrary  to  the  opinion 
of  many  persons,  who  imagined  that  it  could  not  be  done  by  steam  alone.  I  send  you  a  little  sketch  of  our 
course,  which  will  show  you  at  a  glance  the  route  I  took ;  in  studying  your  "Wind  and  Current  Chart,  I 
found  there  was  a  region  by  crossing  in  3°  or  4°  west  longitude,  where  I  would  find  steady  S.  W.  winds, 
and  another  in  east  longitude  where  I  would  find  calms ;  I  also  surmised  that  by  running  along  the  African 
coast  (without  deviating  too  much  from  my  direct  course),  I  would  find  an  eddy  current  setting  to  the 
southeast :  it  turned  out  as  I  anticipated,  and  found  to  my  entire  satisfaction,  that  this  was  the  true  route 
for  a  paddle-wheel  steamer,  either  from  England  or  the  United  States.  A  fast  steamer  can  make  the  run 
in  23  days  from  England,  and  33  from  the  United  States ;  and  if  a  coal  "  depot"  could  be  established  at 
Goree  (on  the  coast  of  Africa),  the  distance  from  England  would  be  shortened  300  miles.  I  am  told  that 
Goree  is  a  capital  harbor,  and  as  our  interests  in  the  East  are  multiplying  daily,  and  at  times  it  becomes 
important  to  get  a  steamship  out  there  with  dispatch,  the  matter  is  worth  looking  into. 

The  English  steamers  have  so  far  in  their  numerous  voyages  (with  one  exception)  to  the  Cape  of  Good 
Hope,  met  with  very  great  ill  luck,  because  they  kept  too  far  from  the  African  coast,  right  in  the  strength 
of  the  trade-winds,  with  a  strong  current  against  them,  and  they  have  either  had  to  put  in  somewhere  short 
of  coal,  or  else  work  their  way  across  the  S.  E.  trades,  until  they  fell  in  with  winds  to  help  them  to  the 
Cape ;  in  all  of  which  cases  they  made  very  long  passages,  seldom  being  under  45  days,  and  sometimes  as 
long  as  55 ;  all  the  side-wheel  steamers  that  have  gone  out,  have  made  the  passage  partly  under  sail ; 
whereas,  by  taking  the  inshore  track  they  would  have  made  it  in  half  the  time  with  steam  alone.  I  am 
pleased  that  we  have  solved  the  difficulty,  and  I  am  indebted  entirely  for  my  success  to  the  hints  I  took 
from  your  "Wind  and  Current  Chart ;  it  is  as  useful  for  steamers  as  it  is  for  sailing  vessels.  I  have  been 
most  agreeably  surprised  in  not  finding  strong  currents  against  me;  indeed,  since  crossing  the  line,  the 
current  has  been  little  or  nothing,  and  mostly  with  us  12  or  14  miles  a  day ;  there  may  be  such  a  thing 
as  northerly  set  of  current,  but  so  far  I  have  not  met  it,  although  since  leaving  the  lat.  of  24*^  south,  I  have 
had  fresh  S.  E.  trade-winds.  I  recommend  this  route  to  our  steamers  of  war;  they  ought  to  be  able  to  carry 
30  days  coal,  which  would  allow  them  to  push  through ;  if  they  cannot  carry  that  amount,  they  are  unfit 
for  war  purposes. 

I  left  England  with  a  heavy  freight  on  board,  and  twenty  days  coal  (not  so  much  as  I  actually 
required),  consequently  I  was  obliged  to  be  prudent.  I  shut  off  four  of  my  furnaces,  using  only  two- thirds 
of  my  steam,  and  limited  the  engine  to  thirty-five  tons  a  day,  and  the  latter  part  of  the  voyage  to  much 
less ;  this  is  a  small  amount  of  coal  for  a  ship  of  3,000  tons,  but  when  not  troubled  with  currents,  we 
managed  to  get  through  250  miles  a  day,  and  averaged  during  the  voyage  244.  If  I  had  marked  out  the 
weather  for  a  steamer  (with  the  exception  of  six  days  hard  steaming  against  the  trades),  I  could  not  have 
had  it  more  to  my  mind,  and  I  imagine  it  will  be  found  the  same  nearly  throughout  the  year. 


888  THE  WIND  AND  CUERENT  CHAKTS. 

I  find  little  or  no  information  to  be  depended  on,  relating  to  the  currents  on  the  African  coast ;  I  have 
kept  a  faithful  account  of  them  since  leaving  the  Cape  de  Verd  Islands,  and  you  may  find  them  worth 
recording ;  they  are  marked  in  the  abstract  wherever  they  occuri-ed.  You  will  see  by  my  track  that  I 
made  a  course  into  the  coast ;  this  I  did  to  get  the  in-shore  current,  as  I  found  the  current  against  me,  or 
rather  to  the  westward  in  long.  4°  west ;  when  I  got  in  5°  east,  I  was  out  of  its  influence,  and  soon  fell  in 
with  a  southerly  set. 

I  send  you  in  the  abstract  log,  the  register  of  our  hydrometer,  with  the  density  of  water  taken  every 
day ;  it  has  been  kept  by  Dr.  Raymond,  the  intelligent  surgeon  of  the  ship,  who  takes  great  pleasure  in 
such  matters,  and  who  will  keep  you  supplied  with  such  information  when  opportunities  occur. 

In  conclusion,  I  would  recommend  for  all  steamers  coming  this  route,  to  take  at  Cape  de  Yerds,  or 
Goree,  all  the  coal  they  can  possibly  stow  below  and  on  deck,  to  allow  for  pushing  through  some  very 
strong  S.  E.  winds  they  will  encounter  after  leaving  lat.  24°  S. ;  also  to  send  down  all  yards,  and  masts, 
after  crossing  the  equator,  keeping  the  fore-and-aft  sails  to  catch  the  S.  W.  winds,  which  up  to  24°  some- 
times blow  after  sunset ;  also  to  keep  the  ship  trimmed  by  the  stern  for  the  heavy  head  seas,  and  depend 
upon  it  you  will  hear  of  some  very  quick  passages  to  the  Cape. 

I  remain  yours  very  truly, 

DAVID  D.  POETER. 

Lieut.  M.  F.  Maury, 

Superintendent  of  the  Observatory,  Washington  Oily. 

From  the  Cape,  the  Golden  Age  made  the  run  in  38  days  to  Port  Philip,  stopping  by  the  way  at  King 
George's  Sound,  to  coal.  She  kept  between  the  parallels  of  37°  and  39°,  and  ran  6,050  miles  during  the 
trip.  Now,  in  coming  out  from  the  cape,  had  she  steered  for  the  point  of  intersection  of  60°  E.  with  the 
parallel  of  46°,  thence  along  that  parallel  to  110°  E.,  and  thence  for  Port  Philip,  she  would  have  saved 
about  400  miles.  Supposing  that  steamers  may  not  wish  to  stop  for  coal,  it  is  matter  of  discretion  with 
the  master  of  each  to  decide  as  to  his  route.  If  he  take  the  southern  route,  he  will  have  the  "  brave  west 
winds,"  with  a  rolling  sea,  after  him.  If  he  take  the  route  upon  the  parallel  of  38-9°,  he  will  have  a 
smoother  sea,  better  weather,  and  a  longer  run.  The  question,  therefore,  as  to  route,  is  for  the  decision  of 
the  master,  and  not  of  the  hydrographer. 


STEAM  ROUTE 

TO  CAPE  OF 

GOOD  HOPE  AND 

AUSTRALIA. 

839 

Abstract  Log  of  the  Steamship  Golden  Age  (D.  D.  Porteb) 

From  the  Cape  of  Oood  Hope  to  Australia. 

Latitude 
at  noon. 

Longitude 
at  uoou. 

Currents. 

(Knots  per 

hour.) 

Bar. 

THEE.  9 

K.  M. 

Specific 
grav- 
ity. 

First  part. 

WINDS. 

Date. 

Air. 

WATER. 

1 

Surface. 

Depth. 

Middle  part. 

Latter  part. 

Jan.  17 

35°45'  S. 

21°00'  E. 

l.N.byW. 

30.00 

71° 

■  71 
67 

■  71 
70 

■  70 

69° 
69 

70°  P.  M. 

70  A.M. 

N.W. 

"West 

S.W. 

18  37  40 

24  26 

l,KbyW. 

30.00 

75 
73 

76    P.M. 
74   A.M. 

S.W. 

E.  S.  E. 

North 

19  38  33 

29  45 

29.00 

66 
56 

67    P.M. 
57  A.M. 

1028 
1029 

N.byE. 

"West 

West 

20 

38  34 

35  19 

30.05 

62 
•  64 

62 
62 

63    P.M. 
61   A.M. 

1029 
1029 

"West 

West 

W.byN. 

21 

38  11 

40  43 

i,E. 

30.00 

63 
|66 

62 
66 

63    P.M.  1029 
67  A.M.  1029 

"West 

W.  S.  W. 

W.byS. 

22 

38  30 

45  41 

30.15 

61 
1  69 

56 
63 

57    P.M.  1029 
64  A.M.il029 

Soutli 

Soutli 

W.N.W. 

23  38  55 

50  31 

^,E. 

30.00 

(  67 
168 

63 
64 

64    P.M.il029 
62   A.M.  1028 

"West 

W.N.W. 

W.N.W. 

24,39  20 

57  03 

i,E. 

30.08 

(67 
|73 

62 
61 

63    P.M. 
63   A.M. 

1029 
1028 

West 

N.W. 

N.N.W. 

25  39  28 

62  38 

30.10 

66 

■  75 

61 

62 

62    P.M. 
64  A.M. 

1029 
1028 

"VY.S.W. 

N.N.E. 

KE.byE. 

26 

39  36 

68  07 

i,E. 

30.06 

(65 

|68 

62 
62 

63    P.M. 
63   A.M. 

1029 
1029 

N.E. 

N.E. 

N.E. 

27 

39  47 

73  43 

I.E. 

30.80 

J  67 
1  58 

58 
61 

60    P.M. 

62   A.M. 

1029 

N.E. 

Calm 

N.E. 

28 

40  33 

79  17 

i,E. 

29.85 

j  67 

167 

62 

58 

63    P.M. 
59   A.M. 

1029 
1029 

N.E. 

North 

S.W. 

29 

40  33 

85  li 

1,E. 

S0.60 

J  62 
■  62 

59 
60 

60    P.M. 
58   A.M. 

1029 
1029 

S."W. 

S.  S.  E. 

S.E. 

30  38  37 

91  09 

I.E. 

30.60 

64 
■  68 

62 
60 

61    P.M. 
61   A.M. 

1029 
1028 

East 

North 

North 

31 

38  21 

97  30 

1,E. 

30.8 

64 
66 

59 
61 

60    P.M. 

60  A.M. 

1029 
1029 

S.  by  E. 

North 

North 

Feb.   1 

38  48 

103  32 

1,E. 

30.6 

64 
■  64 

62 

58 

62    P.M. 
60   A.M. 

1029 
1029 

N.N.E. 

N.N.E. 

N.N.E. 

2 

37  56 

109  03 

f,E. 

30.10 

(59 
163 

58 
59 

60  P.M. 

61  A.M. 

1030 
1029 

S.byE. 

S.E. 

East 

3 

37  49 

114  27 

i,E. 

30.11 

64 

61 

62          1 
65 

1029 
1029 

9 

36  26 

121  52 

30.10 

61 

64 

1029 

E.  S.  E. 

S.E. 

E.  by  S. 

10 

37  18 

126  38 

30.30 

(66 

166 

63 
63 

64    P.M. 
64  A.M. 

1029 
1029 

E.S.E. 

S.E. 

S.E. 

11 

38  19 

131  48 

i,E. 

(  60 
(65 

61 
61 

62    P.M. 
62   A.M. 

1029 
1029 

E.  S.  E. 

East 

East 

.  12 

38  44 

137  39 

i,E. 

62 

62 

63          1 

1029 
1029 

S.E. 

S.E. 

S.E. 

13 

^,E. 

1029 

Jan.  17.  At  2  P.  M.  got  under  way  from  anchorage  in  Table  Bay,  and  proceeded  to  sea ;  twelve 
hundred  tons  of  coal  on  board;  first  part,  light  breezes;  middle  part,  fresh  breezes  and  squally;  latter  part, 
light  breezes  and  passing  clouds ;  set  the  fore-and-aft  sails,  and  sent  up  all  masts  and  yards ;  bent  every 
sail  in  the  ship  ready  for  setting.     Distance  run,  205  miles. 


840  THE  WIND  AND  CURRENT  CHARTS. 

Jan.  18.  Commences  with  fresli  breezes  and  passing  clouds;  middle  part,  light,  variable  winds  ;  latter 
part,  light  breezes  and  pleasant.    Distance  run,  210  miles. 

Jan.  19.  Begins  with  fresh  breezes  and  clear  weather ;  middle  part,  fresh  breezes ;  latter  part,  light 
breezes  ;  all  sail  set,  at  times.    Distance  run,  255  miles. 

Jan.  20.  Commences  with  pleasant  breezes  and  clear  weather ;  middle  part,  fresh  and  steady  breezes ; 
latter  part,  strong  winds  and  cloudy;  all  sail  set,  low  and  aloft.    Distance  run,  265  miles. 

Jan.  21.  Begins  with  strong  winds,  and  squally ;  middle  part,  the  same,  with  a  very  heavy  sea ;  latter 
part,  strong  winds  and  sea  increasing;  carrying  all  sail.     Distance  run,  256  miles. 

Jan.  22.  Commences  light  winds  and  pleasant;  middle  part,  the  same;  latter  part,  the  same;  all  sail 
set.     Distance  run,  240  miles. 

Jan.  23.  Commences  with  fresh  breezes  and  passing  clouds,  with  rain  squalls ;  middle  part,  moderate 
breezes,  and  rain  at  intervals  ;  latter  part,  light  winds  and  pleasant  weather ;  all  sail  set ;  heavy  sea.  Dis- 
tance run,  305  miles. 

Jan.  24.  Commences  with  moderate  breezes  and  passing  clouds ;  middle  part,  light  winds,  heavy  clouds, 
and  rain  squalls ;  latter  part,  light  winds  and  cloudy,  with  rain  at  intervals ;  all  sail  set.  Distance  run,  293 
miles. 

Jan.  25.  Commences  light  airs  and  pleasant  weather ;  middle  part,  light  winds  and  heavy  weather, 
with  rain ;  latter  part,  variable  winds ;  a  heavy  sea  rolling  in  from  the  N.  W.    Distance  run,  255  miles. 

Jan.  26.  First  part,  light  breezes  and  fine  weather ;  middle  part,  the  same ;  latter  part,  the  same ;  all 
sail  set ;  a  heavy  sea  from  N.  W.    Distance  run,  272  miles. 

Jan.  27.  Commences  with  light  breezes  and  cloudy ;  middle  part,  fresh  breezes  and  cloudy ;  latter 
part,  strong  winds,  with  rain ;  aU  sail  set.    Distance  run,  290  miles. 

Jan.  28.  Commences  with  strong  winds  and  squally  weather ;  middle  part,  the  same ;  latter  part, 
strong  winds  and  thick  weather,  with  squalls;  a  tremendous  sea  rolling  in  from  N.  "W.  Distance  run,  275 
miles, 

Jan.  29.  Commences  with  fresh  breezes  and  cloudy  weather;  middle  part,  moderate  breezes,  and 
pleasant ;  latter  part,  strong  winds  and  squally  weather ;  a  heavy  sea  setting  from  N.  W. ;  ship  going  at  a 
rapid  rate  ;  every  sail  set.     Distance  run,  280  miles. 

Jan.  30.  Commences  with  thick,  cloudy  weather ;  blowing  half  a  gale ;  middle  part,  the  same,  with 
heavy  squalls  ;  latter  part,  strong  breezes  and  cloudy ;  ship  increasing  her  speed ;  every  sail  set.  Distance 
run,  310  miles. 

Jan.  31.  Commences  strong  breezes  and  clear  weather;  middle  part,  fresh  breezes  and  clear  weather; 
latter  part,  the  same ;  aU  sail  set;  ship  travelling  rapidly.     Distance  run,  300  miles. 

Feb.  1.  Commences  fresh  breezes  and  fine  weather;  middle  part,  the  same  ;  latter  part,  strong  winds 
and  thick  weather;  all  sail  set;  ship  travelling  rapidly.     Distance  run,  297  miles. 

Feb.  2.     Commences  with  strong  winds  and  thick,  rainy  weather,  with  heavy  squalls  and  tremendous 


FROM  AUSTRALIA  TO  PANAMA.  841 

cross  sea ;  had  to  run  the  ship  off  at  times  to  save  the  sails  and  ease  her  over  the  sea ;  middle  and  latter 
parts,  the  same  ;  in  the  latter,  wind  ahead  and  all  sail  in.    Distance  run,  270  miles. 

Feb.  3.  Commences  with  strong  winds  and  thick,  foggy  weather ;  middle  part,  fresh  breezes  and 
cloudy ;  latter  part,  light  wind  and  thick  weather.  Barometer  and  other  appearances  indicating  an  easterly 
gale,  and  coal  getting  short,  shaped  the  course  for  King  George's  Sound,  where  we  had  a  supply.  Distance 
run,  260  miles. 

Feb.  4.  Commences  with  light  winds  and  clear  weather ;  middle  part,  light  winds  and  clear  weather  ; 
latter  part,  moderate  breezes  ;  at  7  h.  30  min.  made  Bald  Cape  right  ahead ;  passed  in  shore  of  all  the  reefs, 
which  I  found  laid  down  very,  correctly  on  the  chart  (Flinder's) ;  at  meridian,  anchored  in  the  inner  harbor 
of  King  George's  Sound ;  commenced  taking  coal  from  two  ships.  Distance  run,  250  miles.  At  10  A.  M. 
anchored  in  King  George's  Island. 

Feb.  9.  Begins  with  strong  gales  from  the  eastward ;  went  to  sea  at  meridian ;  middle  part,  fresh 
gales ;  latter  part,  fresh  gales,  and  a  heavy  head  sea.    Distance  run,  200  miles. 

Feb.  10.     Commenced  heavy  head  sea  and  fresh  gales ;  middle  and  latter  parts,  the  same. 

Feb.  11.  Commenced  strong  winds  and  clear  weather  ;  middle  part,  strong  winds  and  cloudy,  thick 
weather ;  latter  part,  the  same ;  a  heavy  head  sea. 

Feb.  12.  Commences  moderate  and  cloudy ;  middle  part,  moderate  weather  and  thick,  with  rain ;  latter 
part,  the  same,  with  heavy  head  sea. 

Feb.  13.  Commences  with  light  winds  and  beautiful  weather ;  middle  part,  the  same ;  latter  part,  fresh 
breezes  and  pleasant ;  at  9  A.  M.  made  the  coast  of  Australia ;  at  10  h.  30  min.  made  Cape  Otway  lighthouse ; 
at  12,  abreast  the  cape,  two  miles  distant;  at  6  h.  30  min.  made  Port  Philip  Head ;  took  on  board  a  pilot, 
and  anchored  inside  the  Heads. 


FROM  AUSTRALIA  TO  PANAMA. 


A  line  of  steamers  is  about  to  be  established  between  Panama  and  Australia ;  the  Golden  Age  is  the 
first  steamer  that  has  made  a  trip  between  the  two  places,  and  it  therefore  may  be  of  some  interest,  and 
possibly  of  advantage,  to  those  who  are  to  follow,  to  have  for  their  guide  the  track  of  such  a  clever  navi- 
gator as  is  my  friend  Porter  of  the  navy ;  though  it  may  be  well  to  remark  that  the  Society  Islands  are 
out  of  the  way  as  a  mere  coaling  station.  For  the  route  from  Australia  (Melbourne),  the  nearest  way  is 
south  of  New  Zealand,  and  thence  via  great  circle  north  of  Easter  Island.  For  the  route  to  Australia, 
perhaps  on  account  of  winds  and  weather,  and  other  considerations,  the  Society  Islands  may  be  found  the 
most  convenient  touching  place. 

106 


g4l 


THE  WIND  AND  CURRENT  CHARTS. 


Abstract  Log  of  the  Steamship 

Golden  Age  (D.  D.  Pobtek) 

.  From  Syd 

ney,  Australia,  to  Panama,  via  Tahiti,  1854. 

Latitude 

Longitude 

Bar. 

rHER.  9  A 

M. 

Spec. 

■WINDS. 

Date. 

Currents.         Varia- 

at  noon. 

at  noon. 

(Knots  per       tion  ob- 
hour.)         1  served. 

Air. 

WATLiv. 

gr. 

First  part. 

Middle  part. 

Latter  part. 

1 
1 

Surface. 

Depth. 

May  12 

31°28'S. 

156°40'  E. 

J,s. 

10°  E. 

1028 

S.W. 

W.S.W. 

w.  s.  w. 

13  31  26 

159  40 

J,S. 

10 

1028 

South 

w.  s.  w. 

W.S.W. 

14  29  59 

163  40 

i,s. 

10 

29.80  63° 

66° 

72° 

1028 

West 

E.  S.  E. 

E.S.E. 

15 

28  59 

167  22 

i,s. 

10 

29.65  68 

69 

70 

1028 

E.  N.  E, 

N.E. 

N.  N.  W. 

16 

27  51 

172  16 

10 

29.60  71 

72 

72 

1028 

N.N.W. 

N.N.W. 

N.W. 

17 

26  32 

176  55 

10 

29.50 

72 

70 

71 

1028 

N.W. 

s.s.w. 

S.  S.  w. 

17 

25  39 

178  38  W. 

9 

29.60 

69 

72 

71 

1028 

s.  s.  w. 

S.  S.  E. 

S.  S.  E. 

18  24  24 

174  15 

1,  w. 

8 

29.60 

70 

74 

73 

'1028 

S.E. 

S.E. 

S.E. 

19  23  42 

169  05 

8 

29.60 

75 

79 

78 

1028 

S.  by  W. 

S.byW. 

S.  by  W. 

20  22  40 

164  46 

7.50 

29.60 

70 

74 

74' 

1028 

South 

S.E. 

S.  S.  E. 

21 

21  16 

160  33 

I  w.  s.  w. 

7.50 

29.60 

75 

73 

74 

1028 

S.E. 

S.E. 

S.E. 

22 

20  36 

156  32 

•„  w.  s.  w. 

7.50 

29.60 

75 

77 

78 

1028 

S.E. 

E.S.E. 

S.E. 

23 

19  18 

152  45 

i,  w.  s.  w. 

7 

30.10 

76 

78 

79 

1028 

E.  S.  E. 

E.S.E. 

E.  S.  E. 

31 

16  45 

145  42 

n,  w. 

30.05 

79 

80 

81 

1028 

E.N.E. 

East 

E.iS. 

June  1 

15  27 

143  04 

^,  w. 

6 

30.10 

82 

81 

82 

1028 

East 

East 

East 

2 

14  24 

139  23 

1,  w.  s.  w. 

6 

30.05 

80 

83 

83 

1028 

E.N.E. 

E.  N.  E. 

E.  N.  E. 

3 

13  11 

136  10 

1,  w.  s.  w. 

6 

30.10 

82 

82 

83 

1028 

N.E. 

N.N.E. 

j  N.  E.  & 
\  E.N.E. 

E.  N.  E. 

4 

11  56 

132  32 

1,  w.  s.  w. 

6 

30.15 

84 

82 

* 

1028 

E.  N.  E. 

E.  K  E. 

5 

10  29 

129  14 

1,  w.  s.  w. 

6 

30.10 

81 

81 

82 

1028 

E.  N.  E. 

E.  N.  E. 

E.  N.  B. 

6 

9. 13 

125  46 

1,  w.  s.  w. 

6 

30.05 

80 

82 

82 

1028 

E.  N.  E. 

E.  N.  E. 

E.  K  E. 

7 

7  53 

122  10 

?,,  w.  s.  w. 

6 

30.10 

81 

81 

82 

1028 

E.  K  E. 

E.  K  E. 

B.byK 

8 

6  16 

118  46 

1,  w.  s.  w. 

6 

30.15 

80 

82 

82 

1027 

E.  N.  B. 

East 

E.  by  S. 

9 

4  45 

2?.,W.S.W. 

8 

30.10 

81 

81 

82 

1026 

E.  by  S. 

S.E. 

S.E. 

10 

3  17 

112  01 

"  1,  w. 

8.20 

30.10 

77 

80 

80 

1027 

S.  E. 

S.  E. 

S.B. 

11 

2  02 

108  34 

1,  w. 

8.20 

30.10 

78 

77 

78 

1027 

S.  E. 

S.E. 

S.E. 

12 

0  47 

104  41 

1,  w. 

8.20 

30.10 

74 

78 

1027 

S.E. 

S.E. 

S.E. 

13 

0  49N. 

101  06 

li,  w. 

8.20 

30.20 

78 

75 

76 

1027 

East 

E.  N.  E. 

S.E. 

14 

2  13 

98  00 

21  W. 

8.40 

30.10 

77 

76 

76  j 

1026 
1025 

South 

South 

South 

15 

3  30 

94  10 

l.W.bjS. 

8 

30.10  80 

79 

80  j 

81 

1025 
1025 

S.byE. 

S.  by  E. 

South 

16 

4  15 

89  53 

8 

30.10  80 

81 

1025 

S.byE. 

S.  by  E. 

S.  S.  W. 

17 

5  50 

85  40 

8 

30.10  181 

81 

81 

1024 

S.  S.  W. 

S.W. 

KB. 

18 

6  32 

80  40 

8 

30.10  80 

82 

82 

1024 

Variable 

Variable 

S.S.W. 

May  12.  Commences  with  moderate  breezes  and  fine  weather  from  the  S.  W. ;  at  1  P.  M.  made  all 
sail ;  middle  part,  brisk  breezes  from  S.  W.,  with  a  heavy  beam  sea ;  latter  part,  the  same ;  ship  very  deep 
and  rolling  heavily,  an  unusual  thing  for  her ;  distance  run,  225  miles. 

May  13.  Commences  with  fine  weather  and  moderate  breezes  from  the  south  with  a  heavy  beam  sea ; 
middle  part,  light  breezes  from  S.  W. ;  latter  part,  pleasant  breezes  and  fine  weather  from  the  N.  W. ;  at 
meridian,  Howe's  Island  bore  E.  by  S.  distant  20  miles,  by  observation,  and  by  comparison  with  other 
charts  found  it  laid  wrong  in  latitude  on  Blunt's  Chart  64  miles  too  far  south ;  distance  run,  225  miles. 


♦  Not  taken. 


FROM  AUSTRALIA  TO   PANAMA.  848 

May  14:.  Commences  witlj  brisk  breezes  and  pleasant  weather  from  tlic  north  ;  at  5  P.  M.  squalls  of 
wind  and  rain  from  the  north ;  middle  part,  light  breeze  and  fine  weather ;  ends  the  same ;  distance  run, 
225  miles. 

May  15.  Commences  with  light  airs  and  fine  weather;  middle  part,  pleasant  breezes  and  fine  weather; 
latter  part,  moderate  breezes;  at  11  A.M.  made  Norfolk  Island,  distant  30  miles,  bearing  E.  by  N.;  distance 
run,  225  miles. 

May  16.     Commences  light  breezes  and  fine  weather ;  at  3.10  P.  M.  Mount  Pcth  bore  by  compass  S. 

by  W.  distant  3  miles ;  chronometer  agreeing  with  bearing  by  observation ;  strong  tide  rips ;  middle  part, 

light  breeze ;  latter  part,  fresh  breezes  and  squally ;  made  all  sail,  sea  getting  up ;  distance  run,  270  miles. 

May  17.     Commences  with  light  winds  and  rain  ;  middle  part,  moderate  breezes  and  light  rain ;  latter 

part,  fresh  breezes  and  fine  weather;  under  all  sail  and  steam ;  distance  run,  26i  miles. 

May  17.  Commences  fresh  breezes ;  middle  part,  fresh  breezes  and  heavy  rolling  sea;  ends  the  same ; 
distance  run,  280  miles. 

May  18.  Commences  light  breezes  and  cloudy;  at  i  furled  all  sail;  middle  part,  light  variable  winds 
and  cloudy ;  latter  part,  light  breezes  from  the  south ;  distance  run,  241  miles. 

May  19.  Commences  with  moderate  breezes  from  the  S.W.;  at  2.40  spoke  an  English  whale  ship 
from  Feejee  Islands ;  middle  part,  light  breezes  and  fine  weather ;  latter  part,  fresh  breezes  from  S.  E.  and 
pleasant;  distance  run,  272  miles. 

May  20.  Commences  with  moderate  breezes  from  the  south,  and  fine  weather  ;  at  5  P.  M.  wind  S.  E.; 
took  in  all  sail ;  middle  part,  fresh  breezes  and  cloudy ;  latter  part,  moderate ;  distance  run,  267  miles. 

May  21.  Commences  with  moderate  breezes  and  pleasant  weather ;  middle  part,  fresh  breezes  and 
cloudy ;  latter  part,  strong  breezes  and  squally  weather  from  E.  S.  E.;  distance  run,  241  miles. 

May  22.  Commences  with  strong  winds  from  S.  E.  and  squally  weather;  at  1  P.M. made  the  island 
of  Eovobongen  bearing  E.  by  N.  distant  25  miles;  passed  over  the  spot  where  Armstrong's  Island  is  laid 
down;  no  such  island  exists;  at  3  P.M. housed  all  the  masts  and  sent  down  all  the  yards;  wind  and  sea 
increasing ;  at  4.50  P.  M.  ran  close  in  to  the  beach  oif  the  town  of  Rovobongen  and  saw  a  great  many 
natives  assembled;  apparently  a  good  bay  for  a  ship  to  lie  in;  middle  part,  wind  very  strong  and  cloudy; 
latter  part,  strong  winds  and  cloudy;  distance  run,  234  miles. 

May  23.  Commences  with  fresh  breezes  and  squally  weather ;  middle  part,  fresh  gales  and  squally ; 
latter  part,  fresh  gales  and  squally ;  distance  run,  222  miles. 

May  24.  Commences  with  strong  breezes  and  heavy  rain  squalls ;  heavy  sea ;  middle  part,  heavy 
squalls  of  rain ;  wind  from  all  points  of  the  compass ;  latter  part,  the  same ;  at  7  P.  M.  made  the  island  of 
Tahiti,  bearing  N.  E.  by E.  distant  25  miles;  strong  tide  rips ;  at  times  shut  in  by  thick  weather;  at  11 
took  a  pilot  and  anchored  in  the  harbor  and  commenced  coaling;  at  4  P.  M.  three  coal  ships  alongside. 

May  31.  Got  under  way  at  12  o'clock;  throughout  the  24  hours  light  breezes,  fine  weather,  and  sea 
as  smooth  as  a  mill-pond ;  distance  run,  200  miles. 

June  1.     Commences  with  light  winds  from  the  E.,  and  fine  weather ;  at  3.45  made  the  island  of 


814  THE  WIND  AND  CUERENT  CHARTS. 

Faaite  (one  of  the  Paumotu  groups)  ahead,  distant  15  miles;  found  a 'strong  current  here  from  the  east  2 
miles  an  hour,  which  did  not  allow  us  to  get  up  to  the  land  until  nearly  sunset;  middle  part,  clear  and 
pleasant;  latter,  passed  through  the  group  of  islands  in  the  night  and  found  them  difficult  to  see,  though 
•we  passed  close  to  some  of  them.  I  found  the  passage  I  took  to  be  a  safe  one ;  keeping  a  good  look-out ; 
and  I  think  the  most  direct  one,  viz  :  between  Faaite  and  Fakarawa ;  between  Earaka  and  Katiu  (a  small 
island  to  the  northward  of  Sea  Gull  groups,  and  not  named  on  the  chart),  between  Makemo  and  King's 
Island,  and  finally  between  Lukunea  and  Disappointment  Island,  which  brought  us  out  clear,  with  a 
current  of  one  mile  an  hour  to  the  W.  S.  W. ;  distance  run,  224  miles. 

June  2.  Throughout  these  24  hours,  pleasant  breezes  from  the  eastward,  and  sea  smooth  as  a  mill- 
pond.    Distance  run,  220  miles. 

June  3.     These  24  hours,  pleasant  breezes;  sea  as  smooth  as  a  mill-pond.     Distance  run,  202  miles. 

June  4.    Light  airs  during  these  24  hours.    Distance  run,  231  miles. 

June  5.    Light  airs  during  these  24  hours.    Distance  run,  212  miles. 

June  6.  First  part,  brisk  breeze  ;  second,  the  same ;  latter  part,  pleasant  breezes.  Distance  run,  220 
miles. 

June  7.  First  part,  brisk  breeze ;  second,  the  same ;  latter  part,  pleasant  breezes.  Distance  run,  238 
miles. 

June  8.  Commences  with  fresh  breezes  and  beautiful  weather;  middle  part,  light  breezes  ;  latter  part, 
fresh  breezes.     Distance  run,  230  miles. 

June  9.  Commences  with  fresh  breezes  and  beautiful  weather ;  sea  smooth  as  a  river ;  middle  part, 
wind  light  and  variable;  latter  part,  light  breezes  and  pleasant.    Distance  run,  210  miles. 

June  10.  Commences  with  light  breezes  and  fine  weather ;  middle  part,  moderate  breezes ;  latter  part, 
the  same ;  strong  current,  running  to  the  N.  W.     Distance  run,  242  miles. 

June  11.  Commences  with  light  airs  and  beautiful  weather;  ship  quite  cool;  middle  part,  moderate 
breezes ;  latter  part,  pleasant  breezes ;  a  strong  current  setting  to  the  westward  ;  fore-and-aft  sails  drawing 
well.    Distance  run,  240  miles. 

June  12.  Commences  with  fine  weather  and  fresh  breezes  from  the  S.  E. ;  middle  part,  the  same; 
latter  part,  moderate  breezes;  fore-and-aft  sails  drawing;  a  long  swell  from  the  south.  Distance  run,  248 
miles. 

June  13.  Commences  with  moderate  breezes  and  fine  weather ;  middle  part,  light  breezes  and  cloudy 
for  the  first  time  since  leaving  Tahiti  ;  latter  part,  brisk  breezes  and  beautiful  weather;  a  long,  regular 
swell  setting  from  the  south.     Distance  run,  242  miles. 

June  14.  Commences  light  breezes  and  fine  weather ;  middle  part,  fresh  breezes ;  latter  part,  mode- 
rate.   Distance  run,  242  miles. 

June  15.    During  these  24  hours,  fresh  breezes.     Distance  run,  200  miles. 

June  16.     These  24  hours,  fresh  breezes.     Distance  run,  260  miles. 


FROM  AUSTRALIA  TO  PANAMA. 


845 


June  17.  Commences  with  fresh  breezes ;  middle  and  latter  parts,  light  and  variable.  Distance  run, 
257  miles. 

June  18.  Commences  with  variable  breezes  and  rains ;  middle  and  latter  parts,  calms ;  at  meridian, 
made  Cape  Mala,  bearing  N".  by  E.,  40  miles.    Distance  run,  315  miles. 

Panama,  June,  1854. 

Dear  Sir:  I  inclose  you  my  abstract  log  from  Cape  of  Good  Ilope  to  Australia — also  the  log  from 
Sydney  to  Panama,  via  Tahiti ;  the  latter,  I  know,  will  interest  you  as  being  the  opening  of  the  finest  route 
in  the  world,  and  the  most  direct  one  from  Australia  to  the  United  States  by  40  days  at  least,  and  ten  or 
twelve  days  shorter  than  the  overland  mall  route  to  England — to  say  nothing  of  the  climate  and  weather, 
which  are  beautiful  beyond  comparison.  I  could  have  made  the  entire  distance  from  Tahiti  to  Panama  in 
a  jolly  boat — so  smooth  has  the  ocean  been.  I  found  strong  currents  running  to  the  westward  an  average 
of  24  miles  per  day,  which  I  have  carefully  noted  ;  a  ship  would  make  the  voyage  from  Panama  to  Sydney 
in  four  days  less  time  than  from  Sydney  to  Panama,  on  account  of  the  trade-winds  and  currents.  The 
ocean,  from  Tahiti  eastward,  is  a  quiet,  lovely  one ;  not  a  sail,  a  bird,  or  a  fish,  to  be  seen ;  nothing  to  break 
the  monotony  but  tide-ripples,  of  which  there  are  plenty. 

This  route  will  eventually  (and  very  soon),  be  travelled  by  every  one  going  to  and  coming  from 
Australia — the  gold  dust  will  pour  this  way  across  the  Isthmus  of  Panama,  and  rich  goods  in  return  will 
be  going  to  Australia ;  if  the  Pacific  Eailroad  is  finished,  the  travel  will  be  by  that  way ;  nearly  all  the 
Australians — of  whom  I  bring  200 — go  by  the  way  of  New  York  ;  and  most  of  our  gold  dust  is  to  be 
shipped  under  the  American  flag,  owing  to  the  war  in  Europe. 

I  send  you  the  run  of  this  ship  around  the  world.  I  may  say — though  we  don't  run  quite  as  fast  as 
clippers  do  at  times,  yet  we  keep  up  a  steady  pace,  which  counts  in  the  long  run  ;  and  we  can't  go  full 
speed,  as  coal  depots  are  not  met  with  every  day.     Our  performance,  however,  is  the  best  on  record. 


From  New  York  to  Liverpool,  deducting  for  difference  of  longitude 

"  Liverpool  to  Cape  Good  Hope      .... 

"  Cape  Good  Hope  to  King  George's  Sound,  Australia 

"  King  George's  Sound  to  Melbourne 

"  Melbourne  to  Sydney    .        .        .        . 

"  Sydney  to  Tahiti 

"  Tahiti  to  Panama 


Days. 

Hours 

3,100 

=  11 

7 

6,360 

=  26 

12 

4,930 

=  17 

12 

1,270 

=  4 

20 

560 

=  00 

43 

3,421 

=  13 

12 

4,532 

=  18 

00 

24,173   =  93     15 
which  gives  an  average  of  258J  nautical  miles  per  day,  or  298  English  miles.    The  Golden  Age  has  16 
furnaces,  but  has  never  used  but  12  of  them,  and  has  always  run  under  low  steam  to  save  coal ;  the  only 


846  THE  WIND  AND  CUERENT  CHARTS. 

time  she  ever  used  all  her  power  (which  was  the  last  day  going  into  Liverpool),  she  made  330  miles.     Any 
particular  information  you  may  desire  with  regard  to  this  route,  I  shall  be  happy  to  give  you. 

I  remain  yours,  very  truly, 

D.  D.  POETER. 

P.  S. — I  sent  you  my  log  from  Liverpool  to  Cape  of  Good  Hope,  from  the  Cape.  Please  inform  me  if 
you  have  not  received  it,  and  I  will  send  a  duplicate ;  it  contains  something  that  may  interest  you  in  the 
way  of  currents  on  the  coast  of  Africa — besides  being  a  route  scarcely  yet  travelled,  and  never  before 
by  a  steamer. 

D.  D.  PORTER. 

Lieut.  M.  F.  Maury. 


FROM  CALIFORNIA  TO  VALPARAISO. 

C.  n.  Wells,  Acting  Master  IT.  S.  N.,  has  obtained  from  the  Exchange,  at  Valparaiso,  and  sent  me  a 
list  of  the  arrivals  at  that  port  from  California  during  1851  and  1852.  In  his  letter  accompanying  this  list 
he  says:  "la  the  course  of  two  weeks,  I  will  have  another  made  out,  for  the  years  1853  and  1854,  There 
were  no  arrivals  from  Australia  in  1851  and  1852,  and  it  is  only  since  the  discovery  of  gold,  that  there 
have  been  any.  I  took  it  for  granted  that  you  would  like  to  have  as  many  arrivals  as  possible  recorded, 
and  therefore  commenced  from  1851,  at  which  time  Chili  had  a  large  flour  trade  with  California ;  but  of 
late  it  has  much  declined — indeed,  it  is  predicted  that  California  will  soon  drive  Chili  out  of  the  market 
in  that  article.  I  also  inclose  you  receipts  for  Charts  and  'Sailing  Directions,'  which  are  always  in  demand. 
I  could  very  easily  distribute  double  the  quantity,  but  I  always  give  the  preference  to  those  who  would  be 
most  likely  to  keep  abstracts  properly." 

This  list  quotes  316  arrivals  direct  from  San  Francisco,  giving  the  names  of  the  vessels,  and  a  passage 
of  62  J  days  on  the  average;  the  shortest  passage,  that  of  the  Seaman,  being  34  days;  the  longest,  122  days. 

The  average  passage  from  California  to  Callao  has  been  reduced  to  56  days.  In  time,  Valparaiso  is 
nearer  than  Callao  to  California;  for  the  San  Francisco  traders  generally  have  to  go  south  of  Valparaiso  to 
get  to  Callao.  Hence,  the  passage  to  Valparaiso  ought  to  be  the  shortest;  and  it  can  be  easily  reduced  to 
less  than  55  days  on  the  average — I  think  to  about  50 — by  any  one  who  will  study  the  Charts,  and  heed 
the  directions  at  page  707  et  seq.  for  the  western  passage  from  California  to  Callao. 

The  way  to  Valparaiso  is  the  same  as  the  way  homeward  around  Cape  Horn,  until  you  get  into  the 
westerly  winds  of  the  southern  hemisphere — then  haul  up  for  your  port,  and  the  way  is  plain. 


SAILING  DIRECTIONS  FOE  SANDY  HOOK.  8ASF 

SAILING  DIRECTIONS  FOR  SANDY  HOOK. 

Navy  Depabtmknt,  January  8,  1855. 

Sir  :  My  attention  has  been  called  for  the  last  few  months  to  the  numerous  wrecks  which  have  occurred 
near  New  York,  and  on  the  coast  of  New  Jersey.  They  have  been  attended  with  not  merely  great  loss  of 
property,  but  with  an  intensity  of  suffering  and  a  loss  of  life  well  calculated  to  excite  our  deepest  sympa- 
thies. But  I  do  not  think  we  should  be  content  with  merely  feeling  and  expressing  these  sympathies.  It 
is  creditable  to  the  heart,  but  will  afford  no  relief  for  the  past,  and  no  remedy  for  the  future. 

In  reflecting  upon  this  subject,  I  have  deemed  it  proper  to  address  you  and  inquire  whether,  in  your 
opinion,  something  may  not  be  done  to  arrest  these  dreadful  disasters,  and  whether  proper  sailing  direc- 
tions exist  ? 

The  experience  and  successful  devotion  of  Lieut.  M.  F.  Maury,  to  subjects  of  this  character,  have 
attached  no  little  importance  to  his  views,  and  the  department  desires  that  a  copy  of  this  communication  be 
enclosed  to  him,  in  order  to  obtain  such  suggestions  and  views  as  he  may  deem  proper  to  make. 

Any  suggestions  which  you  can  make  will  be  appreciated  by  the  department,  as  the  subject  is  one 

deeply  interesting  to  government  and  people.  l 

I  am,  respectfully,  your  ob't  serv't, 

(Signed)  J.  C.  DOBBIN. 

Com.  C.  Morris. 

Chief  of  the  Bureau  of  Ordnance  and  Hydrography. 


Bureau  of  Ordnance  and  Hydrography,  January  9, 1855. 

Sir  :  Enclosed  is  the  copy  of  a  letter  from  the  Secretary  of  the  Navy,  referring  to  the  numerous  wrecks 
of  vessels  upon  the  coasts  of  New  Jersey  and  Long  Island,  and  inquiring  if  something  may  not  be  done  to 
arrest  these  disasters. 

He  also,  as  you  will  perceive  from  his  letter,  desires  that  you  should  present  such  suggestions  and  views 
on  this  subject  as  you  may  deem  proper  to  make. 

From  the  conversations  and  examinations  which  we  have  already  had  on  this  subject,  I  feel  well  satis- 
fied that  directions  may  be  framed,  and  information  be  furnished,  by  which  the  dangers  of  approaching  the 
entrance  to  New  York  in  thick  weather  or  at  night  may  be  materially  diminished,  if  proper  attention  be 
given,  and  due  precautions  taken  by  masters  of  vessels. 

The  importance  of  the  subject  will,  I  have  no  doubt,  command  your  early  attention,  and  secure  for  the 

use  of  all  persons  interested,  the  best  directions  for  avoiding  losses  of  life  and  property  on  those  coasts, 

which  the  circumstances  of  the  case  will  allow. 

Eespectfully,  your  ob't  serv't, 

(Signed)  C.  MOERIS, 

Chief  of  the  Bureau. 
Lieut.  M.  F.  Maury, 

SupHVt  U.  S.  N'.  Observatory,  Washington. 


848  THE  WIND  AND  CUKRENT  CHARTS. 

U.  S.  Naval  Observatory  and  Hydrogeaphical  Office,  January  11,  1855. 

Commodore  Chas.  Morris.  Sir  :  I  have  received  your  communication  of  the  9th  inst,  enclosing  a 
copy  of  one  of  the  8th,  to  the  Bureau,  from  the  Secretary  of  the  Navy,  in  relation  to  the  numerous  wrecks 
that  have  occurred  among  vessels  in  approaching  Sandy  Hook,  and  the  means  for  preventing  them. 

I  have  examined  the  subject  with  great  care,  and  am  happy  to  say  that  the  results  of  the  investigation 
encourage  the  belief  that  the  way  from  sea  to  Sandy  Hook  can  be  made  so  plain  to  navigators,  that  any 
one  who  will  heed  caution  and  use  the  water  thermometer  and  sounding  lead  may,  without  other  guide, 
feel  his  way  in  perfect  safety  and  in  the  thickest  fog,  to  Sandy  Hook,  or  at  least  so  near  to  the  entrance, 
that  when  the  fog  lifts  he  will  have  no  difficulty  in  recognizing  his  position. 

I  know  of  no  port,  the  approaches  of  which  are  better  marked  than  those  of  Sandy  Hook,  by  water  and 
bottom,  and  for  which  the  thermometer  and  lead  are  such  sure,  safe,  and  trusty  guides ;  and  I  concur  fully 
with  you  in  the  opinion  that  with  the  marks  thus  afforded,  properly  described  and  pointed  out  to  navigators, 
there  will  hereafter  be  no  sufficient  excuse  whatever  for  any  one  who  may  get  his  ship  ashore  in  approach- 
ing Sandy  Hook,  unless  she  be  forced  there  by  stress  of  weather,  or  under  circumstances  which  render 
precautions  of  no  avail. 

As  long  as  a  vessel  is  under  control,  the  lead  is  in  these  offings  a  perfectly  safe  guide,  and  if,  with  a 
proper  chart  and  sailing  directions  before  him,  any  navigator  shall  find  his  vessel  stranded  either  on  the 
beach  of  Long  Island  or  New  Jersey,  it  will  have  been  because  he  would  not  heed  directions,  nor  use  his 
lead,  nor  take  those  other  simple  precautions  which  it  is  the  bounden  duty  of  every  shipmaster  to  observe, 
especially  when  approaching  the  land  in  doubt  or  the  dark. 

I  have  for  several  weeks  been  at  work  upon  such  a  chart,  with  sailing  directions  to  accompany  it,  but 
they  will  not  be  ready  for  publication  for  several  weeks  yet.  The  chart  will  cost  about  ten  cents  a  copy ; 
and  it  would,  perhaps,  be  well  to  authorize  the  engraving  of  it  in  order  to  save  time  and  hasten  publica- 
tion, for  it  is  desirable  to  publish  without  delay. 

Eespectfully,  &c., 
(Signed)  M.  F.  MAURY, 

Lt.  U.  S.  N. 


GENERAL  ORDER. 

Navy  Department,  May  1, 1855. 
Commanding  officers  of  vessels  of  the  navy  of  the  United  States,  who  may  be  on  that  part  of  the 
coast  embraced  by  the  chart  of  the  "Approaches  to  Sandy  Hook,"  to  which  these  directions  refer,  will 
cause  frequent  soundings  to  be  carefully  taken,  and  the  depth  of  water  and  character  of  bottom  to  be 
entered  on  a  copy  of  the  chart,  and  they  will  forward  the  same  to  the  Bureau  of  Ordnance  and  Hydro- 
graphy by  some  early  conveyance,  accompanied  by  any  remarks  which  they  may  deem  useful. 

CHAS.  W.  WELSH, 

Acting  Secretary  of  the  Navy. 


SAILING   DIRECTIONS   FROM  SEA  TO  SANDY   HOOK.  849 


SAILING   DIRECTIONS  FROM  SEA  TO  SANDY  HOOK. 


The  better  to  show  what  excellent  and  safe  landmarks  nature  has  afforded  the  navigator  for  making 
Sandy  Hook  and  its  lights,  I  have  resorted  to  the  expedient  of  a  colored  chart.  Plate  XXIII.  has  been 
constructed  by  Lieut.  Porter  and  Professor  Flye,  who  have  for  the  purpose  been  furnished  with  the  best 
data  extant,  which,  though  not  as  complete  as  I  could  wish,  are  nevertheless  sufficient,  in  the  main,  to  bring 
out  the  most  striking  of  these  marks  with  truthfulness  enough  to  enable  one  readily  to  recognize  them. 

By  coloring  the  bottom  instead  of  shading  the  depth,  the  excellent  character  of  the  landmarks  which 
are  afforded  by  the  Icind  of  bottom,  when  taken  in  connection  with  the  depth,  becomes  very  striking. 

The  coast  line,  the  soundings,  and  the  bottom,  are,  on  the  authorities  of  the  charts  of  the  Coast  Survey, 
entitled  General  Chart  of  the  Coast  from  Qay  Head  to  Cape  Henhpen,  published  in  1852,  and  Preliminary 
Sketch  of  Davis's  South  Shoal  and  other  Dangers,  1853,  et  al.  Where  these  do  not  apply,  the  chart  of  E.  and 
G.  W.  Blunt,  entitled  The  Coast  of  the  United  States,  Sheet  No.  l,from  Point  Judith  to  Cape  Lookout,  1854,  has 
been  consulted.  The  lights  have  for  their  authority  the  publications  of  the  Lighthouse  Board ;  and  the 
in-shore  limits  of  the  Gulf  Stream  are  projected  according  to  data  derived  from  the  Wind  and  Current 
Charts  of  this  office. 

With  all  the  information  to  be  derived  from  these  sources  collected  together  and  spread  out  on  a  chart 
before  him,  the  navigator  who  uses  the  lead,  keeps  his  run,  and  pays  attention  to  the  water  thermometer, 
will  not  be  in  much  need  of  written  sailing  directions.  To  such  a  one  Plate  XXIII.  itself  is  sailing 
directions  enough,  for  it  shows  that  there  are  no  hidden  dangers  to  apprehend — that  the  leading  marks 
make  the  way  plain — and  the  log,  lead,  and  look-out  will  not  fail  to  point  them  out,  and  to  certify  him  as 
to  the  position  of  his  ship  before  she  nears  the  land  too  closely. 

As  the  navigator  approaches  the  western  shore  of  the  Atlantic  from  any  port  beyond  the  Gulf  Stream, 
he  is  or  may  be  warned  of  the  fact  by  the  water  thermometer.  The  inner  edge  of  the  Gulf  Stream  is,  with 
rare  exceptions,  well  marked.  The  eastern,  or  outer  edge  is  not  so  well  marked.  But  though  the  navi- 
gator may  not  be  able  always  to  say  at  what  time  his  vessel  entered  the  stream  from  the  east,  yet,  when  he 
gets  well  into  it,  he  will  generally  have  no  difficulty  in  recognizing  the  fact.  Being  in  it,  he  should,  how- 
ever good  his  chronometer  and  accurate  his  reckoning  may  be  supiwsed  to  be,  have  frequent  recourse  to 
the  water  thermometer,  for,  by  a  little  attention  to  it,  he  may  often  tell,  within  a  few  miles,  when  he  leaves 
the  inner  edge  of  the  stream,  and  enters  the  cold  water  between  it  and  the  shore. 

Being  thus  put  upon  his  guard,  he  has  in  the  lead,  and  the  lookout,  and  the  water  thermometer  sure 
guides  for  conducting  his  vessel  safely  thence  to  the  offings  of  Sandy  Hook,  and  of  placing  her  so  near  the 
entrance  that  when  the  fog  lifts,  or  daylight  appears,  he  will  be  in  the  fair  way  to  port,  and  have  no  diffi- 
culty in  recognizing  his  position. 

I  have  traced  in  black  and  red,  on  Plate  XXIII.,  the  mean  in-shore  limits  of  the  Gulf  Stream,  for  the 
various  months,  and  at  different  temperatures.    Navigators,  however,  are  cautioned  not  to  regard  these 
107 


8o0  THE  WINP  AND  CURRENT  CHARTS. 

limits  as  fixed  lines,  for  they  are  fluctuating.  Sometimes  they  are  much  nearer  to  the  shore,  at  others 
farther  from  it  than  they  are  represented  on  the  chart  to  be;  but  the  lines  there  drawn  show  the  average 
limits  of  the  inner  edge,  traced  with  a  free  hand,  from  the  mean  of  a  great  number  of  observations,  which 
limits  are  near  enough  to  the  actual  mean  monthly  limits  to  put  navigators  on  their  guard,  for  they  should 
be  on  the  lookout  for  the  inner  edge  of  the  stream  always,  and  for  a  considerable  distance  before  they 
reach  the  position  assigned  to  it  on  the  chart. 

Being  warned  by  the  water  thermometer  and  the  deep-sea  lead  that  he  is  inside  the  Gulf  Stream,  or 
that  he  has  passed  the  forty  and  the  thirty  fathom  curve,  and  is  nearing  Sandy  Hook,  the  lead  should  be . 
kept  constantly  going,  especially  in  the  night,  or  foggy  or  threatening  weather;  by  referring  to  the  sound-. 
ings,  his  rate  of  sailing,  and  Plate  XXIII.,  the  navigator  will  be  certified  still  more  surely  as  to  the  position 
of  his  vessel — for  the  approaches  are  shown  on  this  chart  to  be  so  well  marked  by  the  kind  of  bottom,  and 
the  depth  of  water,  that  nothing  but  stress  of  weather  or  the  utmost  recklessness  should  hereafter  be 
regarded  either  as  cause  or  excuse  sufficient  for  putting  a  vessel  ashore  there.  She  may  have  lost  her 
reckoning,  and  the  weather  may  be  never  so  thick,  still,  the  marks  underfoot  are  so  plain  that  she  cannot, 
if  her  master  will  try  them,  get  into  any  danger  from  the  shore  without  his  knowledge. 

As  one  approaches  Sandy  Hook  from  seaward,  and  shoals  the  water  to  less  than  fifty  or  sixty  fathoms, 
the  bottom  is  either  mud,  ooze,  or  sand — that  is,  these  are  its  chief  characteristics.  The  mud  or  ooze  may 
be  blue,  black,  or  green ;  or  it  may  be  mixed  with  sand ;  or  the  sand  may  be  gray,  white,  or  yellow,  and 
be  mixed  with  shells — broken  or  whole — or  with  specks,  black  or  yellow.  These  colors,  shells,  and  mix- 
tures are  disregarded  in  the  construction  of  Plate  XXIII.  It  gives  only  the  predominating  character  of  the 
bottom,  sand  and  mud  being  colored  as  sand;  mud  and  sand,  as  mud;  thus  recognizing  the  main  features 
only.  Sometimes  there  are  well-marked  patches  of  pebbles,  gravel,  or  rocks ;  in  such  cases  the  chart  is  so 
delineated  as  to  bring  them  out  also,  and  to  show  where  they  are. 

Between  the  shore  and  the  twelve  fathom  curve,  the  kind  of  bottom  ie  not  given.  This  space  is  left 
blank,  to  warn  navigators  to  keep  out  of  it  until  they  be  certified  by  the  lights,  or  other  landmarks  ashore, 
as  to  their  position.  There  is  some  doubt,  also,  as  to  the  kind  of  bottom  in  the  neighborhood  of  Block 
Island,  and  thence  towards  the  Nantucket  Shoals,  for  the  authorities  do  not  give  the  kind  of  bottom  there 
with  sufficient  distinctness  to  make  my  mind  clear  upon  the  subject.  But  that  happens  to  be  not  very 
material  to  the  purpose  now  in  view,  for  this  chart  is  only  intended  to  illustrate  the  approaches  to  Sandy 
Hook  FROM  THE  SEA,  and  it  is  presumed  that  no  vessel  from  the  sea  will  get  upon  the  ground  represented 
by  this  part  of  the  chart  without  first  crossing  the  Nantucket  Shoals,  or  passing  over  muddy  bottom,  or 
recognizing  some  of  the  landmarks  alluded  to  which  will  certify  her  as  to  position.  There  is  a  large  space 
between  these  shoals  and  Block  Island,  in  which  there  are  no  soundings,  and  in  which  I  have  supposed 
the  bottom  to  be  sandy,  though  for  aught  that  the  charts  consulted  show  to  the  contrary,  it  may  be  mud. 

Though  the  depth  and  bottom  are  given  with  as  much  accuracy  as  the  present  state  of  our  informa- 
tion will  admit,  nevertheless  a  caution  is  necessary :  navigators  are  not  to  suppose  that  the  sand  and  the 
mud  even  in  other  parts  of  the  chart  where  there  is  no  want  of  soundings,  are  separated  from  each  other  as 
distinctly  and  sharply  as  the  colors  for  mud  and  sand  would  indicate.     The  soundings,  for  a  considerable 


SAILING   DIBECTIOXS   FROM  SEA  TO   SANDY   HOOK.  851 

extent,  are  occasionally  a  mixture  of  sand  and  mud,  and  the  change  from  all  mud  to  all  sand  is  often  so 
gradual,  and  the  dividing  line  is  in  some  places  so  jagged  and  irregular,  and  at  others  even  uncertain  as 
to  place,  that  it  is  difficult  to  say  exactly  where  the  mud  ends  and  the  sand  begins.  These  dividing  lines, 
therefore,  it  should  be  recollected,  are  not,  by  any  means,  as  sharp  as  shore  lines,  nor  are  their  positions 
as  well  determined;  for  they,  like  the  forty,  the  thirty,  twenty,  and  the  twelve  fathom  curves,  are  neces- 
sarily drawn  somewhat  with  a  free  hand. 

Therefore,  when  the  navigator,  consulting  this  chart,  finds  his  soundings  to  change  from  mud  to  sand, 
he  is  not  to  infer  that  he  knows  exactly,  and  to  the  very  spot,  where  he  is ;  but,  on  the  contrary,  he  should 
proceed,  even  in  the  best  certified  cases,  as  though  he  had  reason  to  doubt  as  to  his  position  by  several 
miles  at  least,  and  continue  to  feel  his  way  cautiously  until  the  rate  at  which  he  is  shoaling  his  water, 
taken  in  connection  with  the  course  he  has  been  steering,  the  distance  he  has  run,  or  the  mud-holes  or 
the  gullies  which  connect  them,  or  the  pebble  or  gravel  banks  which  stand  both  as  a  beacon  and  fender 
to  the  Long  Island  and  Jersey  shore,  or  the  lights,  or  the  unmistakable  landmarks  ashore  or  at  the 
bottom,  make  assurance  doubly  sure,  and  leave  him  no  room  to  doubt  where  he  is. 

The  navigator  bound  into  New  York  is  requested,  before  he  reaches  the  ofiings  of  Sandy  Hook,  to 
make  himself  familiar  with  Plate  XXIII.  and  its  leading  features;  and,  that  he  may  do  this  the  more  readily, 
he  will  perhaps  allow  me  to  call  his  attention  to  a  few  more  of  the  striking  characteristics,  that  nature 
has  placed  as  beacons  at  the  bottom,  to  warn  him  of  danger,  and  guide  him  safely  where  he  would  be. 

The  40,  30,  20,  and  12  Fathom  Curves.— The  40  fathom  curve,  coming  from  the  south  and  trend- 
ing along  with  the  Jersey  shore  pretty  well,  takes,  upon  reaching  the  parallel  of  Sandy  Hook,  a  turn  to 
the  eastward,  and  runs  off  the  chart  where  the  bottom  is  very  uneven. 

The  30  fathom  curve  conforms  more  nearly  with  the  Jersey  and  Long  Island  shore  lines  in  its 
direction.  Starting  from  the  parallel  of  39°,  it  runs  along  with  the  Jersey  shore  line  until  it  approaches 
within  15  or  20  miles  of  the  parallel  of  Sandy  Hook.  Here  it  turns  to  run  irregularly  with  the  Long 
Island  shore  line  until  Montauk  Point  is  brought  to  bear  northwest,  where,  in  muddy  bottom,  it  makes  a 
turn  east.  After  running  some  distance  by  irregular  curves  over  muddy  bottom,  it  dips  down  over  sandy 
bottom  to  clear  the  Nantucket  Shoals. 

From  Cape  May  to  Barnegat,  the  water  between  the  20  and  12  fathom  curves  shoals  so  gradually  that 
the  depth  is  not  a  very  good  guide  as  to  the  distance  from  the  shore,  at  least  it  should  not  be  considered  a 
nearer  guide  than  10  or  12  miles.  Off  Barnegat,  the  20  fathom  curve  turns  to  the  westward,  gradually 
approaching  the  Jersey  shore  until  it  strikes  that  singular  range  of  holes  (they  are  shaded  on  the  plate) 
which  seem  to  be  connected  by  a  gully  or  channel-way — also  shaded  on  the  chart — not  so  deep  as  the 
holes,  but  deeper  than  the  surrounding  water.  Here,  at  the  distance  of  24  or  25  miles  due  south  from 
Hog  Island  Inlet,  it  turns  and  runs  northeast  towards  Block  Island,  passing  within  6  or  8  miles  of 
Montauk  Point,  and  so  on  above  and  beyond  Block  Island,  where  it  becomes  irregular,  with  sandy  bottom 
all  the  way. 

From  Montauk  Point,^tho  12  fathom  curve  runs  along  the  shore  until  it  gets  off  Fire  Island  Inlet; 


852  THE  WIND  AND   CURRENT   CHARTS. 

here,  making  a  bight,  it  runs  close  in  with  the  beach,  thence  it  gradually  recedes  until  it  gets  6  or  8  miles 
off  from  it.  Turning  in  front  of  the  entrance  to  Sandy  Hook,  it  sweeps  down  inside  of  the  light-lwat, 
and  runs  very  nearly  along  with  the  Jersey  shore,  which  it  gradually  approaches — except  where  it  makes 
another  bight  marked  on  the  chart — until  you  reach  the  head  of  Barnegat  Bay,  where  it  is  close  in; 
it  then  gradually  recedes  until  you  approach  Cape  May,  where  it  is  10  or  12  miles  from  the  land. 

It  may  be  well  to  call  the  attention  of  navigators  to  these  two  bights  in  the  12  fathom  curve.  They 
are  very  close  in,  one  off  Fire  Island,  and  the  other  off  Squam  Beach — the  most  famous  places  for  wrecks. 
Do  these  two  beaches  owe  their  celebrity  to  this  fact?  Deep  water  so  close  in  seems  sufficient  to  explain 
why  more  vessels  are  lost  at  these  particular  places  than  elsewhere  along  the  same  shores.  It  is  well, 
therefore,  for  the  navigator  to  take  warning,  and  make  it  a  rule  to  feel  cautiously  along  after  getting  in 
15  fathoms,  and  never  to  get  into  less  than  12,  unless  he  Tcnows  where  he  is.  The  pebbly  bottom  off  the 
Jersey  shore  affords  warning  of  the  approach  to  the  Squam  Beach  bight;  and  the  lead,  with  proper  caution, 
even  when  the  light  cannot  be  seen,  will  enable  any  one  to  keep  out  of  the  Fire  Island  bight. 

The  Deep  Holes. — Lying  to  the  southward  and  eastward  from  Sandy  Hook  are  six  remarkable 
holes — shaded  on  Plate  XXIII. — having  in  their  deepest  parts  from  10  to  12  fathoms  more  water  than  is 
found  immediately  around  them.  Beginning  with  the  outer  one — for  the  one  to  the  south  of  it,  that  is 
surrounded  by  pebbles,  is  not  connected  with  it  by  the  gully — and  taking  them  in  order  from  seaward, 
comes  first  the  "38  fathom  hole"  of  Blunt's  chart,  with  mud  in  the  deepest  part  surrounded  by  sand.* 

Second  and  Third  (or  second  and  first  37  fathom  holes  of  Blunt's  chart) ;  the  first  named  having  from 
28  to  37  fathoms  of  sand,  the  other  from  25  to  39  fathoms  of  blue  mud,  surrounded  by  from  18  to  22 
fathoms  of  sand.  These  two  holes  are  connected  by  a  gully  having  26  or  27  fathoms  in  it,  principally  sand, 
with  from  20  to  22  fathoms  on  the  edges.  This  gully,  with  the  two  holes,  lies  northwest  and  southeast,  and 
is  20  miles  long  by  2J  broad,  the  northwest  extremity  being  about  20  miles,  southeast  by  south  from 
the  light-boat. 

Fourth  (32  fathom  hole  of  Blunt's  chart).  Depth  from  20  to  32  fathoms — sand  or  shelLi,  pebbles,  and 
gravel — surrounded  by  from  16  to  18  fathoms;  length,  north-northwest,  4  miles;  breadth,  1  mile.  This  is 
connected,  by  a  gully  of  from  18  to  19  fathoms,  with  the  "first  37  fathom  hole,"  and  may  be  considered  as 
a  bight  in  the  20  fathom  curve,  reaching  up  towards  Sandy  Hook,  and  coming  within  about  12  miles 
southeast  of  the  light-boat. 

■Fifth  mid  Sixth  (21  and  23  fathom  holes  of  Blunt).  These  two  holes  appear  to  be  joined  together. 
They  lie  north  and  south,  and  are  7  miles  long,  by  IJ  broad;  depth,  from  19  to  32  fathoms,  muddy 
bottom,  with  from  13  to  17  fathoms  of  sand  or  sand  gravel  near  the  edges.  Fifteen  fathoms  may  be 
carried  nearly  up  to  the  light-boat.  To  repeat:  this  range  of  holes — with  the  light-boat  at  one  end,  and 
the  38  fathom  hole  at  the  other — is  55  miles  long  and  14  broad  at  the  outer  end,  and  the  inner  end  only  1 
or  2  miles  broad.   It  has  in  it  from  3  to  18  fathoms  more  water  than  is  to  be  found  on  either  side  of  it,  and 


*  Sand  and  mud  are  represented  on  the  chart  as  sand  ;  mud  and  sand,  as  mud  ;  the  predominating  cboi-acter  giving  the  color. 


SAILING   DIRECTIONS  FROM  SEA  TO  SANDY  HOOK.  '  858 

therefore,  in  connection  with  the  pebble  banks  to  the  southward  and  westward  of  them,  constitute  the  best 
landmarks  possible  for  guiding  in  the  dark  and  through  fogs,  safely  into  12  or  15  fathoms,  and  within 
sight  or  hail  of  the  light-boat. 

Now,  studying  the  peculiarities  which  mark  the  series  of  holes,  and  which  are  denoted  by  the  kind  of 
bottom  as  well  as  the  depth,  and  observing  also  the  fact  that,  with  barely  an  exception,  all  the  pebbly 
patches  of  note  are  off  the  Jersey  shore,  inside  the  30  fathom  curve,  and  to  the  southward  or  westward  of 
this  range  of  holes,  and  noting  also  the  long  gravel  bed  south  of  Montauk  Point,  it  will  be  at  once  obvious 
to  the  navigator  how  well  the  approaches  from  the  sea  to  the  light-boat  are  marked.  His  guides  here — 
log  and  lead — are  better  than  any  landmarks  ashore,  because  landmarks  ashore  may  be  hidden  in  fogs  and 
the  dark ;  but  here  the  navigator  has  them  under  foot,  and  can,  by  feeling,  tell  within  a  very  little  compass 
as  to  his  true  place. 

When  the  navigator  finds  his  vessel  in  20  fathoms,  and  is  still  doubtful  as  to  her  position,  let  her 
always  steer  north  or  north-northeast,  never  west  of  north.  Now,  noting  the  rate  at  which  she  shoals  her 
water — for,  if  she  be  off  the  Jersey  shore,  she  will  shoal  it  slowly,  if  at  all — and  recollecting  the  course 
she  has  been  steering,  the  water  she  has  brought  along,  and  the  bottom  she  has  had,  he  will — generally 
before,  but  always  by  the  time  she  gets  into  12  fathoms — have  no  difficulty  in  judging  pretty  accurately 
where  she  is,  no  matter  how  thick  the  weather  may  be. 

Coming  from  the  Eastward. — To  a  vessel  coming  from  sea,  with  Sandy  Hook  bearing  anywhere 
between  N.  "W.  and  W.  S.  W.,  the  Block  Island  soundings  (mud  and  ooze),  in  blue  on  the  chart,  are  an 
excellent  guide.  If  she  gets  out  of  this  mud  and  into  sand  in  less  than  40  fathoms,  she  will  probably  be 
somewhere  to  the  north  of  lat.  40°.  But  if  she  have  more  than  40  fathoms  when  she  gets  out  of  the  mud, 
then  she  is  probably  south  of  that  parallel.  The  course  and  distance  sailed  through  the  mud,  the  depth 
and  the  distance  run  between  the  mud  and  the  30  fathom  curve,  and  then  the  gravel  beds,  the  20  fathom 
curve,  &c.,  will  leave  but  little  doubt  as  to  position. 

Coming  from  the  Southward  and  Eastward. — Suppose  a  vessel  to  be  coming  from  the  southward 
and  eastward,  so  as  to  cross  the  parallel  of  40°  lat.  somewhere  between  71°  and  73°  W.  Here,  though 
she  may  not  sound  deep  enough  nor  far  enough  out  for  the  mud,  yet  supposing  she  misses  also  the  long 
gravel  bed  south  of  the  east  end  of  Long  Island,  even  then,  her  rate  of  shoaling  from  40  to  30  fathoms, 
compared  with  that  from  30  to  20,  will  leave  but  little  doubt  as  to  the  bearing  of  Sandy  Hook.  But, 
suppose  the  navigator,  when  he  gets  into  20  fathoms  from  this  direction,  should  still  feel  in  doubt  as  to  his 
position.  In  such  a  case,  he  must  either  have  passed  to  the  eastward  of  the  shaded  holes  and  their  con- 
necting gullies,  and  be  somewhere  between  them  and  the  Long  Island  shore,  or  he  must  be  very  much 
out  in  his  reckoning,  and  is  somewhere  between  these  holes  and  the  Jersey  shore.  Being  in  doubt  and 
in  20  fathoms,  let  him  steer  N.  N.  E.,  and  he  will,  by  keeping  the  lead  going,  soon  find  out  upon  which 
shore  he  is.  If  on  the  Jersey  shore,  a  N.  N.  E.  course  will  take  him  along  parallel  with  it,  or  divergent 
from  it,  and  the  water  will  shoal  very  gradually  and  slowly,  if  at  all.     But  if  he  be  on  the  Long  Island 


854  THE  WIND  AND  CURRENT  CHARTS. 

shore  the  bottom  will  be  steeper.     The  distance  that  he  carries  water  between  20  and  12  fathoms  will 
indicate,  beyond  all  doubt,  when  he  is  off  that  shore. 

Coming  from  the  Southward. — To  a  vessel  coming  from  the  southward,  and  crossing  the  parallel 
of  39°  to  the  west  of  73°,  a  north  course  or  a  course  a  little  to  the  west  of  north,  according  to  her  distance 
from  the  shore,  will  carry  her  safely  until  attention  to  the  lead  shall  have  warned  the  navigator  of  her  posi- 
tion, either  by  the  pebble  patches,  or  the  shaded  holes  and  their  connecting  chan,_3l.  Suppose  that  all 
these  marks  escape  detection,  and  leave  the  navigator  still  doubting  as  to  his  position,  and  in  the  dark, 
there  is  yet  left  a  last  and  safe  and  decisive  recourse :  being  between  12  and  20  fathoms,  he  has  but  to 
steer  N.  N.  E.,  as  vessels  coming  from  S.  E.  have  been  recommended  to  do,  and  the  lead  and  log  together, 
in  connection  with  the  soundings  and  bottom,  the  distance  run,  and  the  course  steered  on  soundings,  will 
very  soon  make  all  clear. 

Should  the  mariner,  notwithstanding  all  these  signs,  marks,  and  beacons,  find  himself  in  12  fathoms, 
and  still  be  in  any  doubt  as  to  his  position,  he  should  never  venture  into  less  than  12  fathoms,  nor  allow 
his  ship  to  get  into  the  space  represented  by  the  white  band  along  the  shore,  until  he  knows  exactly  where 
he  is.  His  only  prudent  or  safe  plan  in  such  a  case,  is  to  anchor,  or  to  put  the  head  of  his  vessel  off  shore 
and  wait  until  the  fog  lifts,  the  pilot  boards  him,  or  until  he  learns,  in  some  other  way,  exactly  how  Sandy 
Hook  bears. 

It  is  scarcely  necessary  to  remind  the  commanders  of  steamers  and  of  other  vessels  from  Europe,  of 
the  excellent  beacons  which'the  Nantucket  Shoals  and  light  afford  for  them,  nor  of  the  unerring  landmark 
which  the  mud  from  30  to  40  fathoms,  the  long  gravel  bed,  &c.,  make  for  them.  The  commanders  of 
steamers  coming  in  and  running  between  the  parallels  40°  30'  and  40°  5X)',  who  take  care  to  notice  when 
they  first  get  mud,  and  when  they  leave  it,  and  where,  and  in  what  water  they  cross  the  gravel  bed  G,  will 
have  very  little  room  to  doubt  as  to  their  longitude. 

In  approaching  Sandy  Hook,  the  variation  changes  very  rapidly,  the  total  change  from  one  part  of  the 
chart  to  another,  exceeding  a  quarter  of  a  point.  Vessels  may  have  fallen  into  diSiculty,  and  possibly 
been  wrecked,  by  neglecting  to  allow  for  this  change.  The  Eoman  numerals  IV,  VI,  and  VIII,  show  the 
degrees  of  westerly  variation  for  the  places  they  represent. 

A  chart  of  the  whole  coast,  representing  the  bottom  in  colors  after  this  fashion,  would  be  very  useful.* 

To  illustrate  the  importance  of  a  careful  lookout,  and  attention  to  the  log  and  lead,  when  approaching 
the  land  when  it  cannot  be  readily  seen,  it  may  be  well  to  state  here  that  investigations  made  in  France 
some  years  since,  showed  that  of  the  shipwrecks  upon  that  coast  for  a  term  of  several  years,  ninety-five 
in  one  hundred  occurred  in  the  night  or  in  thick  weather.  And  the  statistics  of  wrecks  about  Sandy  Hook 
would,  I  imagine,  show  that  but  very  few  are  owing  to  stress  of  weather,  but  nearly  all  to  neglect  of  the 
landmarks  which  it  is  the  object  of  Plate  XXIII.  to  bring  out.     (May  1,  1855.) 


*  In  1839,  I  proposed  to  the  National  Institute  to  undertake  the  collection  of  materials  for  a  colored  cliart  of  the  approaches  to  our 
toast,  and  I  am  now  happy  to  have  an  opportunity  of  showing  the  advantages  of  it  to  the  navigator  as  well  as  to  the  geologist. 


A  LAST  WORD.  855 


A  LAST  WORD. 


Referring  back  to  the  explanation  which  I  have  ventured  to  offer  (p.  650)  concerning  the  "tide  rips," 
that  are  so  often  found  near  the  equator,  I  have  received  a  most  beautifully  kept  abstract  log  of  the  barque 
Falcon,  Thomas  A.  Holt,  from  Boston  to  the  Sandwich  Islands,  and  thence  ma  Batavia  and  Penang  to  New 
York.  The  abstract  commences  1st  May,  '54,  and  ends  25th  April,  '55 — it  is  complete.  The  remarks  are 
copious,  sensible,  and  to  the  point.  Every  column  is  full,  and  in  a  note  at  the  end  Capt.  Holt  adds  the 
comfortable  assurance :  "  All  the  observations  are  my  own  personal  observations,  and  you  can  rely  on 
them."    It  is  pleasant  to  overhaul  such  logs. 

On  31st  May,  '54,  lat.  2°  30'  S.,  long.  26°  40'  W.,  Capt.  Holt  remarks  :— 

"  Regarding  current  rips,  I  think  most  navigators  are  deceived.  Current  rips  are  caused  by  opposite 
winds  on  the  equator  or  in  the  variables,  and  I  think  nine  times  out  of  ten  there  is  no  current,  although 
the  observations  may  give  a  little  easting  or  westing.  All  ships  close-hauled  will  make  more  or  less  lee- 
way in  light  winds  and  a  heavy  swell  {as  is  usually  the  case  in  the  variables  betwixt  the  trades),  which  is 
accounted  for  as  current ;  but  in  my  opinion  there  is  no  current  to  affect  a  vessel  materially,  getting 
south  in  the  variables.  There  is  a  strong  magnetic  influence  not  yet  accounted  for  also.  I  have  always 
noted  in  the  variables,  that  the  water  has  a  very  black  appearance,  if  the  sky  be  ever  so  clear,  and  the 
temperature  of  the  water  and  air  much  higher ;  and  how  sensibly  one  can  perceive  the  change  in  the  color 
of  the  water  and  the  temperature,  only  with  light  airs  from  the  S.  E.  or  N".  E.,  as  you  approach  the  trades, 
indicating  you  are  out  of  the  doldrums." 

Observations  with  the  hydrometer  (James  Green,  No.  422  Broadway,  New  York,  makes  the  hydrome- 
ters used  in  the  navy),  to  determine  the  specific  gravity  of  the  water  in  these  tide  rips,  will  settle  the 
question  as  to  their  being  not  so  salt  as  sea  water  generally  is ;  and  I  shall  be  obliged  if  observers, 
especially  those  of  the  navy,  who  are  furnished  with  all  requisite  facilities  for  the  purpose,  will  address 
themselves  to  this  inquiry. 

I  should  be  glad  if  other  navigators  would  also  furnish  me  with  the  observations  concerning  dews 
and  the  appearance  of  the  sky  in  the  South  Pacific.  Capt.  Leighton,  of  the  Marion,  who  evidently  enjoys 
the  aspects  of  nature,  has  called  my  attention  to  this  subject  by  the  following  remarks  in  his  abstract  log, 
on  a  voyage  from  Australia  to  Callao,  1854-5  : — 

"I  have,"  says  he,  "noticed  the  cloudless  sky  and  heavy  dew  which  precedes  and  often  accompanies 
north  and  N.  easterly  winds,  in  the  whole  belt  of  the  Southern  Ocean ;  but  on  leaving  the  transparent  sky 
of  the  south  coast  of  Australia  (say  115°  to  155°  E.),  the  appearances  of  the  sky  are  remarkably  like  those 
of  the  North  Atlantic,  with  the  same  prevalent  westerly  winds,  except  that  the  splendors  of  the  Southern 
Hemisphere  are  over  head,  and  our  old  friends  declining  to  the  northward,  with  the  majestic  circular 
sweeps  of  the  albatross,  and  other  large  oceanic  birds,  without  apparent  motion  of  their  wings." 


856  THE  WIND  AND  CUBRENT  CHARTS, 

The  last  mail  brings  the  following  bottled  paper,  picked  up  in  May,  1853,  on  the  beach  of  Brava,  east 
coast  of  Africa,  lat.  1°  7'  N.,  long.  44°  3'  East  :— 

"  Ship  Medford,  of ,  from  Boston  to  Calcutta,  lat.  14°  15'  S.,  long.  85°  41'  East,  January  3d, 

1853.     Calm  and  squalls  from  N.  B.  alternately — all  well  on  board." 

The  cruise  of  this  bottle  beautifully  illustrates  the  drift — Plate  XIX. — through  Torres  Strait,  and  from 
the  Arafoura  Sea  into  the  Indian  Ocean.  The  bottle  probably  had  been  up  towards  the  mouth  of  the  Eed 
Sea,  and  when  it  was  cast  ashore,  it  was  drifting  down  with  the  Mozambique  current,  p.  88. 

I  have  just  received  an  abstract  log  containing  information  concerning  the  route  to  Australia  in  Sep- 
tember and  October,  which  is  of  importance  to  vessels  in  that  trade. 

The  "Gertrude,"  Capt.  Wm.  L.  Phianey,  sailed  from  New  York  for  Melbourne,  July  14,  1854,  and 
had  a  passage  of  95  days.  She  saw  ice  Sept.  12,  lat.  44°  49'  S.,  long.  15°  15'  W. ;  Sept.  13,  lat.  48°  30'  S., 
long.  10°  55'  W.;  Sept.  15,  lat.  49°  34'  S.,  long.  1°  39'  W.;  and  Sept.  25,  lat.  48°  25'  S.,  long.  41°  58'  E. 
In  consequence  of  this  ice,  prudence  compelled  him  to  abandon  his  intention  of  a  southern  route,  and  to 
stand  more  to  the  northward.     I  quote  his  letter  and  log;  they  are  both  interesting. 

Callao,  January  10,  1855. 
To  Lieut.  M.  F.  Maury. 

Sir:  Having  to  proceed  from  this  to  the  Chincha  Islands,  and  remain  three  months,  I  avail  myself  of 
the  present  opportunity  to  forward  to  you  abstracts  of  my  two  passages  over  your  southern  routes,  although 
not  required  to  do  so  until  my  own  return  to  the  United  States  next  summer,  knowing  that  you  are  less 
amply  supplied  with  abstracts  of  voyages  over  these  regions,  than  of  many  other  parts  of  the  ocean ;  and, 
such  as  it  is,  I  am  happy  to  contribute  my  mite  tow^ards  furnishing  you  with  material  to  work  out  still 
further  towards  perfection  your  great  and  glorious  task,  not  only  of  pointing  out  the  most  speedy  routes 
for  ships  to  pursue  over  the  ocean,  but  also  of  teaching  us  sailors  to  look  about  us,  and  see  by  what  won- 
derful manifestations  of  the  great  God  we  are  continually  surrounded. 

For  myself,  I  am  free  to  confess  that  for  many  years  I  commanded  a  ship,  and,  although  never  insen- 
sible to  the  beauties  of  nature  upon  the  sea  or  land,  I  yet  feel  that,  until  I  took  up  your  work,  I  had  been 
traversing  the  ocean  blindfolded.  I  did  not  think,  I  did  not  know  the  amazing  and  beautiful  combina- 
tion of  all  the  works  of  Him  whom  you  so  beautifully  term  the  "Great  First  Thought." 

I  feel  that,  aside  from  any  pecuniary  profit  to  myself  from  your  labors,  you  have  done  me  good  as  a 
man.  You  have  taught  me  to  look  above,  around,  and  beneath  me,  and  recognize  God's  hand  in  every 
element  by  which  I  am  surrounded.  I  am  grateful  for  this  personal  benefit.  Your  remarks  on  this 
subject,  so  frequently  made  in  your  work,  cause  in  mo  feelings  of  the  greatest  admiration,  although  my 
capacity  to  comprehend  your  beautiful  theory  is  very  limited. 

The  man  of  such  sentiments  as  you  express  will  not  be  displeased  with,  or,  at  least,  will  know  how  to 
excuse,  so  much  of  what  (in  a  letter  of  this  kind)  might  be  termed  irrelevant  matter.  I  have,  therefore, 
spoken  as  I  feel,  and,  with  sentiments  of  the  greatest  respect,  remain 

Your  obedient  servant, 

(Signed)  WM.  L.  PHINNEY. 


A   LAST  WORD. 


857 


Abstract  Log  of  the  Ship  Gertrude  (Wm.  L.  Phinney). 

From 

Neiv  York  to  Melbourne,  Australia,  1854. 

Currents. 

BABOMBTEB. 

THEE.  9 

A.  M. 

WINDS. 

Date. 

Latitude 
at  noon. 

Longitude 
at  noon. 

(Knots 
per 

1  Att'd 

liour.) 

Height,     ther. 

Water. 

Air. 

First  part. 

Middle  part. 

Latter  port. 

Aug.  26 

9°17'S. 

33°53'  W. 

30.05 

81° 

80° 

E.S.E. 

E.S.E. 

E.S.E. 

27 

12  00 

34  21 

30.03 

79 

80 

E.S.E. 

S.E.byE. 

S.E.byE. 

28 

15  07 

34  47 

lk.,S. 

30.10 

79 

78 

S.  E.  by  E. 

S.E. 

S.E.byE. 

29 

16  31 

34  00 

i  k.,  S. 

30.08 

79 

74 

East 

N.E. 

N.N.E. 

30 

17  11 

33  44 

30.05 

80 

76 

North 

Calm 

N.E. 

31 

18  23 

33  15 

30.07 

80 

72 

N.E. 

N.E. 

N.E. 

Sept.    1 

20  86 

31  53 

29.98 

78 

72 

N.E. 

N.N.W. 

W.N.W. 

2 

21  41 

29  52 

1  k.,N. 

30.03 

71 

68 

S.W. 

S.S.W. 

South 

3 

21  45 

28  50 

30.05 

74 

70 

S.  by  E. 

Calm 

S.S.E. 

4 

23  30 

29  18 

30.05 

73 

68 

S.E.byS. 

S.E. 

S.E.byE. 

5 

26  OOD.E. 

29  80  D.R. 

30.00 

73 

68 

S.S.E. 

E.S.E. 

N.E. 

6 

29  20D.R. 

29  30  D.R. 

80.06 

71 

68 

East 

E.byS. 

E.byN. 

7 

33  38obs. 

27  15  obs. 

30.04 

70 

63 

68° 

E.  by  N. 

E.N.E. 

N.E.byE. 

N.W. 

8 

36  54 

25  42 

29.53 

69 

N.E. 

N.E. 

9 

39  04 

24  02 

29.55 

66 

50 

N.W. 

N.W. 

N.N.W. 

10 

41  OOD.R. 

21  00  D.R. 

29.50 

64 

46 

N.N.W. 

North 

N.N.E. 

11 

43  25 

17  48 

29.74 

62 

41 

N.N.W. 

N.W. 

W.S.W. 

12 

44  49 

15  15 

30.04 

58 

38 

S.W. 

W.S.W. 

N.  N.  E. 

13 

47  30D.R. 

10  55  D.R. 

29.50 

56 

32 

42 

N.N.W. 

N.N.W. 

N.N.W. 

14 

48  27 

6  40 

29.42 

54 

32 

42 

N.N.W. 

N.N.W. 

N.N.W. 

15 

49  34obs. 

1  89  D.R. 

29.15 

55 

30 

N.N.W. 

N.N.W. 

W.N.W. 

16 

48  54D.R. 

3  42  obs.  E. 

29.78 

50 

84 

W.N.W. 

West 

West 

17 

47  26 

8  30  D.R.    lk.,N. 

30.34 

52 

84 

West 

W.S.W. 

W.S.W. 

18 

47  26D.R. 

11  26  D.R.  ! 

30.46 

48 

34 

s.  s.  w. 

S.W. 

N.  N.  E. 

19 

47  26D.R. 

17  35  D.R. 

30.04 

53 

34 

E.N.E. 

North 

N.N.W. 

20 

47  15 

22  25 

29.95 

54 

86 

N.W. 

West 

W.N.W. 

21 

47  08 

27  06 

80.05 

53 

37 

52 

West 

W.N.W. 

N.W. 

22 

47  35 

32  01 

29.94 

55 

39 

52 

N.W. 

N.W. 

W.N.W. 

23 

47  01 

35  56 

30.20 

53 

41 

50 

S.W. 

S.byE. 

S.S.E. 

24 

48  05 

37  51 

30.22 

50 

86 

47 

E.S.E. 

E.byS. 

E.byN. 

25 

48  25D.R. 

41  58  D.R. 

29.64 

52 

32 

46 

N.E.byE. 

N.N.E. 

North 

26 

48  15D.R. 

45  00  obs. 

29.80 

53 

32 

45 

N.W. 

North 

E.N.E. 

27 

48  OOD.R. 

50  00  D.R. 

29.48 

54 

84 

48 

E.N.E. 

N.E. 

North 

28 

48  OOD.R. 

53  00  D.R. 

29.10 

50 

32 

46 

W.N.W. 

S.W. 

E.N.E. 

29 

48  02 

58  88 

29.40 

52 

34 

47 

North 

W.N.W. 

N.W. 

30 

47  10 

63  25 

29.15 

54 

32 

47 

N.W. 

N.W. 

N.W. 

Oct.      1 

46  15 

68  30 

29.70 

58 

40 

53 

N.W. 

N.W. 

W.N.W. 

2 

47  02D.R. 

70  03  D.R. 

29.23 

54 

85 

46 

West 

E.  by  N. 

E.S.E. 

3 

45  40D.R. 

72  25 

29.80 

54 

41 

!     E.S.E. 

S.S.E. 

S.S.W. 

4 

45  49 

76  05 

1  k.,W. 

29.78 

55 

48 

50      S.S.W. 

N.W. 

N.N.W. 

5 

46  07 

81  00 

29.50 

57 

North 

North 

N.N.W. 

6 

46  15 

84  34 

29.50 

55 

42 

52 

W.N.W. 

W.N.W. 

N.N.W, 

7 

45  39 

90  00 

29.68 

58 

44 

52 

W.N.W. 

W.N.W. 

West 

8 

45  00 

94  47 

29.85 

54 

45 

44 

S.W. 

S.  S.  W. 

S.S.W. 

9 

44  50  D.  R. 

98  29 

29.75 

55 

44 

50 

South 

S.  by  W. 

W.N.W. 

10 

45  04 

103  82 

29.85 

56 

48 

50 

W.N.W. 

W.S.W. 

S.S.W. 

11 

45  12 

108  00 

29.55 

60 

48 

54 

AV.N.W. 

North 

North 

12 

45  22 

113  33 

29.52 

59 

46 

52 

N.W. 

N.W. 

N.W.  • 

13 

45  lOD.R. 

117  35 

29.55 

56 

46 

50 

West 

West 

N.byE. 

14 

44  44D.R. 

123  10 

29.18 

58 

46 

52 

North 

North 

North 

15 

44  OOD.R. 

127  00 

29.15 

64 

46 

56 

N.N.W. 

N.N.W. 

N.N.W. 

16 

43  17 

131  51 

29.50 

59 

48 

54 

N.N.W.  i 

N.W.    ■ 

N.W. 

17 

42  04 

136  22 

29.55 

60 

49 

54 

N.  by  W. 

N,  by  W. 

N.  by  W. 

1840  41 

139  45 

29.78 

59 

50 

52 

N.  by  W. 

W.N.W. 

W.S.W. 

1939  31 

142  48 

30.10 

60 

54 

54 

S.W.byW. 

S.W.byW. 

W.S.W. 

20 

30.20 

62 

55 

s,w.    1 

1 

S.W. 

S.W. 

108 


858  THE  wmi)  and  current  charts. 

August  26.     Moderate  and  pleasant. 

Aug.  27.    Latter  part,  very  pleasant  weather  and  moderate  trades ;  sea  smooth. 

Afig.  29.  Comes  in  moderate  and  fine;  during  the  night  very  light  airs,  nearly  calm  at  times.  Latter 
part,  squally,  calm,  baffling  all  around  the  compass ;  ends  light  breeze  from  E.  N.  E. 

Aug.  30.  Very  light  baffling  winds  and  calm  till  8  A.  M.  Latter  part,  light  airs  from  the  N.  E.  and 
pleasant. 

Aug.  31.  Throughout  very  light  breezes  and  nearly  calm,  with  a  large  swell  from  the  S.  S.  W. ; 
passed  a  foreign  brig  standing  north.    Ends  with  light  breezes  from  N.  E. 

Sept.  1.  Moderate,  increasing  breezes  from  the  north,  veering  to  the  westward,  and  freshening 
through  the  night  and  latter  part.    At  roon,  changed  in  a  squall  to  S.  W.  strong. 

Sept.  2.  Moderate,  veering  to  the  southward ;  squally  through  the  night ;  very  large  swell  from  the 
south ;  ends  find  weather. 

Sept.  3.  Calm,  squally,  variable  wind  all  around  the  compass ;  tremendous  swell  from  S.  W.  all  day, 
rolling  and  starting  fearfully ;  no  prospect  of  change. 

Sept.  4.  Moderate  and  easterly  all  day ;  fine  weather ;  still  a  very  large  swell  from  S.  S.  W. ;  ends 
moderate  breezes. 

Sept.  5.  Moderate  from  E.  S.  E.,  increasing;  clouds  through  the  night;  wind  veering  to  north.  Latter 
part,  strong  breezes  from  N.  E.,  and  cloudy  ;  very  large  swell  froni  S.  S.  W. 

Sept.  6.  Fresh  and  rainy,  increasing  breezes,  squally  appearances.  5  P.  M.,  in  light  sails  and  steering 
sails.  Hard  rain  and  strong  wind ;  double-reefed  topsails,  in  jib  and  staysails ;  blowing  hard  and  raining. 
Barometer  steady  at  30.00,  till  after  the  worst  was  over,  when  it  slightly  receded,  and  then  rose  .06. 

.    Sept.  7.    Strong  winds  and  thick,  squally,  rainy  weather ;  under  single  reefs,  with  topgallant-sails  over 
all  day ;  ends  squally,  hazy  weather. 

Sept.  8.  Comes  in  strong  breeze ;  midnight  heavy  gales,  hard  rain.  5  A.  M.  moderating,  veering  to 
N.  W.;  high,  bad  sea.    Ends  moderate  and  pleasant. 

Sept.  9.  Moderate,  with  very  rough  sea ;  fresh  during  the  night,  and  clear  ;  morning  squally ;  ends 
hard  squall  of  rain. 

Sept.  10.  Squally  and  rainy ;  much  lightning  and  thunder  during  the  night ;  hail  squall,  breeze  vari- 
able, and  high  sea  from  N.  W. ;  ends  cloudy,  with  rain. 

Sept.  11.     Good  weather ;  wind  veering  to  northward,  very  light. 

Sept.  12.  Fresh  breeze,  increasing,  thick  at  times,  and  rainy;  brisk  gale  in  the  morning,  with  rain. 
At  11  A.  M.  passed  under  the  lee  of  a  large  iceberg  ;  am  surprised  to  find  ice  so  far  north  at  this  season  of 
the  year.    A  short  time  previous  passed  a  large  mass  of  kelp. 

Sept.  13.  Strong  gales  and  rainy,  thick  weather;  during  the  night,  moderate  and  rainy;  morning, 
good  weather,  but  hazy  at  times ;  made  all  sail.  At  meridian  made  another  iceberg  under  our  lee,  smaller 
than  the  one  seen  yesterday  ;  don't  like  it. 


A   LAST   WOKD.  859 

Sept.  11.  Fresh  breeze,  increasing  through  the  night;  morning,  squall  of  hail,  snow,  and  rain;  bad' 
weather. 

Sept.  15.  Brisk  gale,  increasing,  veering  to  the  west,  squally,  very  high  and  broken  sea;  passed  masses 
of  kelp.  At  5  P.  M.  passed  to  leeward  of  two  small  icebergs,  one  of  which  appeared  like  a  square  tower  or 
obelisk,  about  sixty  feet  high;  and  at  sunset  saw  another  on  the  larboard  bow,  very  small.  The  weather  at 
times  very  thick,  and  the  sea  high  and  broken;  now  this  is  getting  dangerous,  and,  as  much  as  I  regret  to 
leave  this  fine  wind  and  rolling  sea  from  the  west,  I  must  get  to  the  north  gradually,  for  I  consider  it 
imprudent  to  run  the  ship  through  these  long  dark  nights  and  thick  weather,  with  so  much  of  this  small 
ice  about.  Had  I  only  seen  large  islands,  as  at  first,  I  should  have  kept  on ;  in  fact  it  was  my  intention  to 
have  run  down  on  the  parallel  of  55° ;  but  I  must  give  it  up,  particularly  as  I  have  a  crew  of  miserable, 
half-clad  negroes,  several  of  whom  are  already  disabled,  and  I  perceive  that  with  them,  I  shall  soon  be 
unable  to  handle  the  ship  in  this  cold  boisterous  region.  The  above  I  trust  will  be  considered  sufficient 
cause  for  my  abandoning  a  route  which  I  believe  to  be  the  right  one,  only  for  the  ice  which  I  have  been 
unfortunate  enough  to  find,  while  it  seems  others  have  run  clear,  even  in  53°  or  54°.  All  that  is  said  in 
favor  of  this  southern  route  by  Lieutenant  Maury  is  true,  and  more;  for  these  westerly  gales,  though  strong, 
have  at  no  time  been  violent;  I  have  carried  double  reefs  through  them  all;  and  this  rolling  sea  from  the 
westward  is  magnificent;  but  I  must  leave  it  all,  so  here  goes  for  47°,  and  a  milder  region.  All  hands  on 
the  alert  throughout  the  night  looking  out  for  ice ;  frequent  thick  squalls  of  snow  and  hail  to  the  end  of 
the  day,  which  closes  thick  and  hazy,  and  high  sea. 

Sept.  16.  Brisk  gales  and  frequent  squalls  of  snow  and  hail  all  day;  cold,  boisterous  weather;  sun 
obscured  ;  no  observation;  steering  east,  If  points  westerly  variation. 

Sept.  17.  Fresh  breezes  and  constant  squalls  of  snow  and  hail  until  6  P.  M.  Cloudy,  overcast,  dark 
weather  till  near  meridian ;  breeze  moderate ;  all  sail.  Barometer  has  been  steadily  rising  for  thirty-six 
hours,  and  is  now  higher  than  since  I  left  New  York ;  fine  rolling  sea ;  shall  now  try  this  parallel  for  a 
while  ;  weather  still  cold  ;  wind  S.  "W.  veering  to  south,  which  may  account  for  this  rise  in  the  barometer ; 
passed  kelp  occasionally  during  the  morning. 

Sept.  18.  Moderate  from  S.  S.  "W.  till  8  P.  M. ;  during  the  night,  baffling  from  south  to  west;  morning 
N.  K  E.,  veering  to  north  and  freshening.  Barometer  rose  to  30.50,  and  then,  as  the  wind  shifted  to  the 
north,  began  to  fall  slowly ;  weather  cloudy  and  overcast,  but  warmer,  and  the  sea  smooth. 

Sept.  19.  Strong  breezes  and  cloudy  weather;  wind  backing  into  same  old  quarter;  begin  to  think 
this  not  a  bad  parallel  to  run  on.  At  daylight  passed  a  large,  black,  lower  yard.  Ends  cloudy  and  rainy ; 
going  fast  under  single  reefs.    No  observation ;  distance  per  log  252  miles. 

Sept.  20.    Fresh  breezes  and  rainy  till  midnight ;  latter  part,  moderate,  passing  clouds,  clear  at  times. 

Sept.  21.  Moderate,  with  light  rain  squalls;  clear  during  the  night;  very  large  swell  from  the  west- 
ward ;  ends  passing  clouds  and  increasing  breeze  from  the  west. 

Sept.  22.  Moderate,  rainy  through  the  night;  morning,  better  weather,  all  sail  set,  good  sea  after  us; 
ends  passing  foggy  clouds,  warm  and  pleasant. 


8(80;  THE  WIND  AND  CURRENT  CHARTS. 

Sept.  23.  Light  from  S.  W.,  veering  to  south.  Latter  part,  fresh  from  S.  S.E.;  good  weather,  passing 
clouds.    Barometer  up  again  with  this  southerly  wind. 

Sept.  24.  Fresh  breezes  from  E. S. E.  4  P.M.  tacked  to  southward;  fine  weather;  wind  veering 
slowly  to  northward ;  spliced  fore-topgallant  sail.  Ends  strong  from  E.  N.  E.;  saw  the  spouts  of  two  whales, 
apparently  sperm  whales, 

Sept.  25.  First  and  middle  parts,  strong  breezes  and  cloudy ;  latter  part,  light  breezes  and  thick  fog, 
large  swell  from  the  north.     Barometer  steadily  falling  since  yesterday. 

Sept.  26.  Comes  in  light  airs  from  W.  N.  W.,  and  thick  fog.  At  2  P.  M.  passed  within  three  hundred 
yards  of  an  iceberg,  not  more  than  fifteen  feet  above  water;  small  above,  but  immensely  large  under 
water,  as  we  could  see  in  going  past ;  the  part  visible  much  worn  into  crevices  or  fissures,  much  resembling 
a  branch  of  coral.  Is  this  a  safe  track  to  pursue  ?  Moderate,  and  clear  at  times,  during  the  night.  Ends 
light  breezes  from  E.  N.  E.,  and  thick  fog ;  water  down  to  32,  and  every  iadication  of  ice  at  hand.  At  one 
time  in  the  night  it  grew  suddenly  very  cold ;  think  we  passed  near  an  iceberg. 

Sept.  27.  Thick  fog,  with  occasional  squalls  of  rain  throughout  the  entire  day  ;  wind  veering  to  north 
and  west,  but  we  seem  to  have  lost  our  fine  rolling  sea.    Bad  weather ;  I  am  going  a  little  further  north  soon. 

Sept.  28.  Thick  fog  nearly  all  day,  with  occasional  squalls  of  rain ;  wind  went  round  the  compass 
again  and  freshened.  At  noon  in  light  sails;  wind  veering  to  north.  Bad  weather  this,  and  as  I  don't  find 
a  steady  wind  here,  I  shall  go  north  a  little. 

Sept.  29.  Strong  breezes  and  thick  till  8  P.  M.  At  daylight,  moderating;  made  all  sail.  Ends  light 
breezes  and  passing  clouds. 

Sept.  30.  Fresh,  increasing  breeze;  stormy  and  flawy  through  the  night;  split  spanker  and  mizzen- 
topsail  by  parting  topsail  sheets.     Ends  with  gale  and  clear.    High  sea  after  us  again. 

Oct.  1.  Brisk  gales  and  clear,  with  large  sea  from  N.  W. ;  after  midnight  more  moderate;  weather 
fine  to  the  end. 

Oct.  2.  Moderate  and  fine.  G  P.  M.  calm,  veering  rapidly  round  at  8  P.  M.  to  N.  E.  and  E.  S.  E., 
and  blew  up  a  strong  gale,  with  thick,  hazy  weather,  turning  into  hail,  snow,  and  rain.  Daylight,  the 
water  appearing  discolored,  wore  ship  to  the  northward,  and.  while  preparing  to  sound,  ran  off  into  blue 
water  again.    Ends  rainy  and  strong  gales  from  E.  S.  E. ;  bad  sea. 

Oct.  3.  Begins  blowing  hard;  under  short  sail.  At  6  P.M.  wind  hauled  toS.  S.E. ;  strong  gales 
throughout;  snow  squalls  in  abundance  during  the  morning ;  ends  flying  clouds  and  squalls  of  snow. 

Oct.  4.    Moderate  throughout ;  good  weather;  all  sail  set;  ends  pleasant  and  moderate. 

Oct.  5.  Strong  breezes,  flying  clouds,  large  sea.  Morning,  wind  veering  more  to  northward,  flawy; 
in  royals.  8.30  carried  away  jib-boom  by  the  cap;  kept  before  the  wind  three  hours,  to  clear  the  wreck; 
got  out  weather  boom.  Ends  rain  squalls,  bad  weather;  wind  N.  W.,  squally;  passed  immense  quantities 
of  kelp. 

Oct.  6.  First  and  middle  parts,  pleasant  weather ;  light  breeze,  with  a  very  large  swell  from  N.  "W. 
Latter  part,  squally,  rainy,  fresh  breezes ;  in  all  light  sails.  Large  quantities  of  kelp  seen  all  day.  Bent 
new  jib,  and  made  all  snug  again. 


A  LAST  WORD.  861 

Oct.  7.  Strong  breezes  and  squally,  with  high  sea ;  all  day  under  single  reefs  and  topgallant-sails  over. 
Large  quantities  of  kelp  in  sight  all  day ;  should  think  there  must  be  land  somewhere  in  this  vicinity, 
from  the  great  quantities  of  it  seen  for  three  days  past. 

Oct.  8.  Brisk  gales  veering  to  the  southward ;  violent  squalls  of  wind,  hail,  and  snow  throughout  the 
night,  moderating  towards  meridian  ;  much  kelp  still  in  sight ;  where  does  it  come  from  ? 

Oct.  9.  Good  weather,  moderating  fast ;  made  all  sail ;  latter  part,  hazy,  with  increasing  breezes 
from  W.  N.  W. ;  no  kelp  to  day. 

Oct.  10.  Moderate,  increasing  breezes,  and  drizzling  wet  weather,  with  brisk  gales  through  the  night 
and  morning,  and  moderating  towards  meridian ;  weather  fine ;  much  kelp  again,  some  of  enormous  size 
and  length. 

Oct.  11.  Comes  in  very  light,  with  fine  weather,  increasing  towards  night  and  veering  to  the  north ; 
strong  gales  all  the  remainder  of  the  day,  with  a  large  rolling  sea  after  us ;  passing  clouds  and  driz- 
zling rains  at  times  to  the  end ;  less  kelp  seen  to-day,  and  the  weather  warmer. 

Oct.  12.  Brisk  gales  from  N.  W.  all  day,  with  large  rolling  sea  after  us.  Weather  clear  and  cloudy 
alternately  through  the  day ;  occasional  squalls  of  rain  through  the  night ;  ends  bright  and  fair ;  no  kelp 
seen  to-day. 

Oct.  13.  Light  breezes,  with  very  high  sea  from  the  westward ;  passing  clouds  during  the  night ;  clear 
at  times.  At  midnight  had  a  fine  view  of  the  Aurora  Australis.  The  whole  southern  horizon  was  illumi- 
nated ;  and  through  the  range  of  dark  clouds  that  lay  stretched  along  the  horizon  spurs  of  light  shot  up 
nearly  to  the  zenith,  changing  form  and  color  rapidly,  for  the  space  of  an  hour. 

Oct.  14.  Strong  gales  and  thick,  overcast,  rainy  weather ;  under  single  reefs.  Sun  obscured  ;  no 
observation.     Distance  240  miles,  E.  J  north. 

Oct.  15.  Strong  gales  and  thick,  rainy,  bad  weather ;  under  short  sail  during  the  night ;  morning, 
made  sail ;  ends  rainy. 

Oct.  16.  First  and  middle  parts,  rainy,  dark  weather;  latter  part,  clear,  fine  weather;  brisk  breeze 
all  day ;  large  sea  from  N.  N.  W. 

Oct.  17.     Strong  breezes  from  N.  by  AV.,  and  clear  weather  throughout. 

Oct.  18.  At  5  P.  M.  wind  changed  in  a  hard  squall,  to  W.  N.  W. ;  clear  throughout  the  remainder  of 
the  day,  with  a  fine  large  swell  after  us.     At  10  A.  M.  a  hard  squall  of  hailstones,  very  large. 

Oct.  19.  Light  breezes  from  the  S.  W.,  and  fair  pleasant  weather  all  this  day.  At  4  P.  M.  exchanged 
signals  with  a  British  ship  bound  in;  morning,  still  in  company;  ends  very  light. 

Oct.  20.  At  3  P.  M.  made  the  land  fifteen  miles  west  of  Cape  Otway ;  ran  in  past  the  light,  at  6 
P.  M.;  and  at  10  P.  M.  hove  to  for  daylight.  5  A.  M.  made  sail;  and  at  11  took  a  pilot,  entered  the  port 
and  proceeded  up  the  bay ;  and  at  6  P.  M.  anchored  off"  Williamstown,  making  our  passage  95  days,  6 
hours ;  57  days  from  the  line.  Ship  not  a  clipper,  and  not  half  manned.  Thanks  to  Maury's  Charts  and 
Sailing  Directions ! 

-      WM.  L.  PHINNEY. 


862  THE   WIXD  AND  CUBRENT   CHARTS. 

Another  caution  is  necessary  to  navigators  in  this  trade,  that  have  a  fancy  on  the  outward  passage,  to 
run  down  their  longitude  between  the  parallels  of  51°  and  53°.  There  is  a  group  of  newly  discovered 
and  not  accurately  determined  islands  in  the  way.  They  are  between  the  parallels  of  52°  53'  36"  and 
53°  12'  S.,  and  the  meridians  of  72°  35'  and  71°  10'  E.  They  were  first  seen  by  Captain  Heard,  of  the 
American  barque  Oriental,  November  25,  1853,  On  the  12th  June,  1854,  the  fact  was  duly  reported  by 
me  to  the  government  of  the  United  States,  and  the  importance  of  sending  a  vessel  of  the  navy  to  look  after 
them  and  fix  their  position  was  urged  upon  the  Navy  Department.  Since  their  discovery  by  the  Oriental, 
they  have  been  seen  and  reported  by  four  English  vessels,  viz :  The  Samarang,  Captain  M'Donald,  January 
3,  1854;  the  Earl  of  Eglinton,  Captain  Hutton,  1st  December,  1854;  the  Lincluden  Castle,  Captain  Eees, 
4th  December,  1854;  and  the  Herald  of  the  Morning,  Captain  Attwaye,  3d  and  4th  December,  1854. 
Captain  Heard  reports  a  peak  of  the  island  he  saw,  to  be  5,000  feet  high. 

There  has  been  another  question  raised  which  bears  upon  what  has  been  said  in  Chapter  VI.  p.  65,  and 
other  parts  of  this  work,  concerning  the  offices  which,  in  the  sublime  system  of  terrestrial  arrangements, 
have  been  assigned  to  the  salts  of  the  sea. 

On  the  20th  of  January  last,  Professor  Cliapman,  of  the  University  College,  Toronto,  communicated  to 
the  Canadian  Institute  a  paper  on  the  "Object  of  the  Salt  Condition  of  the  Sea,"  which  he  maintains  is 
"  "mainly  intended  to  regulate  evaporation."  To  establish  this  hypothesis,  he  shows  by  a  simple  but  carefully 
conducted  set  of  experiments,  that  the  Salter  the  water,  the  slower  the  evaporation  from  it ;  and  that  the 
evaporation  which  takes  place  in  24  hours  from  water  about  as  salt  as  the  average  of  sea  water,  is  0.54  per 
cent,  less  in  quantity  than  from  fresh  water. 

This  suggestion  and  these  experiments  give  additional  interest  to  our  investigations  into  the  manifold 
and  marvellous  offices  which,  in  the  economy  of  our  planet,  have  been  assigned  by  the  Creator  to  the  salts 
of  the  sea.  •  It  is  difficult  to  say  what,  in  the  Divine  arrangement,  was  the  main  object  of  making  the  sea 
salt  and  not  fresh.  Whether  it  was  to  assist  in  the  regulation  of  climates,  or  in  the  circulation  of  the 
ocean,  or  in  re-adapting  the  earth  for  new  conditions  by  transferring  solid  portions  of  its  crust  from  one 
part  to  another,  and  giving  employment  to  the  corallines  and  insects  of  the  sea  in  collecting  this  solid  matter 
into  new  forms,  and  presenting  it  under  different  climates  and  conditions;  or  whether  the  main  object  was,  as 
the  distinguished  professor  suggests,  to  regulate  evaporation — it  is  not  necessary  nov/'  or  here  to  discuss. 
I  think  we  may  regard  all  the  objects  of  the  salts  of  the  sea  as  main  objects. 

But  we  see  in  the  professor's  experiments  the  dawn  of  more  new  beauties,  and  the  appearance  of  other 
exquisite  compensations,  which,  in  studying  the  "wonders  of  the  deep,"  we  have  so  often  paused  to  con- 
template and  admire.  As  the  trade-wind  region  feeds  the  air'with  the  vapor  of  fresh  water,  the  process 
of  evaporation,  as  we  are  taught  by  his  experiments,  is  checked,  for  the  water  which  remains,  being  Salter, 
parts  with  its  vapor  less  readily ;  and  thus,  by  the  salts  of  the  sea  we  perceive  that  floods  may  be  prevented. 
But  again,  if  the  evaporating  surface  were  to  grow  Salter  and  salter,  whence  would  the  winds  derive  vapor 
duly  to  replenish  the  earth  with  showers? — for  the  salter  the  surface,  the  more  scanty  the  evaporation. 
Here,  again,  is  compensation  the  most  exquisite,  effected  through  the  salts  of  the  sea.     We  have  seen  them 


A  LAST  WORD.  863 

employed  in  the  important  work  of  re-adapting  the  earth,  and  of  fitting  it  for  the  well-being  of  large  fami- 
lies of  plants  and  animals  by  taking  eQete  soils  and  barren  rocks  from  one  clime,  dissolving  them  and 
carrying  them  off  to  be  made  evergreen  islands  of  in  another.  We  have  seen  the  insects  of  the  sea  acting 
as  conservators  of  the  ocean  by  regulating  the  quantity  and  proportion  of  those  salts ;  and  now  we  see 
these  same  ingredients  of  marvellous  and  manifold  offices,  serving  also  in  their  turn  as  checks  and  balances 
to  both  sea  and  air.  Thus  we  we  perceive  how,  by  reason  of  the  salts  of  the  sea,  drought  and  famine,  if 
not  prevented,  may  be,  and  probably  are,  regulated  and  controlled — for  that  compensation  which  assists  to 
regulate  the  amount  of  evaporation  is  surely  concerned  in  adjusting  also  the  quantity  of  rain.  "Were  the 
salts  of  the  sea  lighter  instead  of  heavier  than  the  water,  they  would,  as  they  feed  the  winds  with  moisture 
for  the  cloud  and  the  rain,  remain  at  its  surface,  and  become  more  niggardly  in  their  supplies,  and,  finally, 
the  winds  would  howl  over  the  sea  in  very  emptiness,  and  instead  of  the  cooling  and  refreshing  sea  breezes, 
to  fan  the  invalid  and  nourish  the  plants,  we  should  have  what  is  now  the  grateful  trade-wind  coming  from 
the  sea  in  frightful  blasts  of  parched  and  thirsty  and  blighting  air.  But  the  salts,  with  their  manifold  and 
marvellous  adaptations,  come  in  here  as  a  counterpoise,  and,  as  the  waters  attain  a  certain  degree  of  salt- 
ness,  they  become  too  heavy  to  remain  longer  in  contact  with  the  thirsty  trade- winds,  and  are  carried  down, 
because  of  their  salts,  into  the  depths  of  the  ocean ;  and  thus  the  winds  are,  by  the  salts  of  the  sea,  dieted 
with  vapor  in  due  and  wholesome  quantities. 

In  this  view  of  the  subject,  and  for  the  purpose  of  carrying  on  the  investigations  which  Professor 
Chapman's  interesting  paper  suggests,  observations  upon  the  specific  gravity  of  sea  water  become  still  more 
interesting.  It  is  to  be  hoped,  therefore,  that  my  fellow-laborers  at  sea  will  not  slight  column  21  in  the 
Man-of-war  Abstract  Log. 

I  have  added,  by  way  of  appendix,  a  lithographic  copy  of  Capt.  Foster's  abstract  log,  as  an  example 
of  what  an  industrious  and  zealous  observer  may  do  with  very  simple  means.  With  the  glasses  or  telescope 
of  his  sextant,  he  rigs  up  a  microscope,  and  sends  the  most  beautiful  colored  drawings  of  the  curious  forms 
of  organic  life  that  he  finds  sporting  in  the  sea.  Many  navigators  have  kindly  collected  and  sent  me  phials 
of  sea  water,  which  they  found  swimming  with  animalculse.  But  these  delicate  little  organisms  soon 
perish ;  and  when  the  bottles  arrived,  nothing  of  their  forms  could  be  distinguished  but  amorphous  masses 
of  fetid  matter.  Capt.  Foster's  drawings,  therefore,  inasmuch  as  they  are  not  colored  on  the  lithograph, 
do  not  do  him  full  justice.  Now  here  is  a  field  of  research  abounding  with  the  gelatinous  animalculte 
of  the  sea,  and  rich  with  rare  and  precious  gems,  which  can  only  be  studied  at  sea.  The  specimens  cannot 
be  preserved  long  enough  for  examination.  They  should  be  studied,  and  sketched,  and  described  while 
alive  in  the  water,  and  therefore  it  is  hoped  that  Capt.  Foster's  attempt  may  stimulate  some  one  to  prepare 
himself  with  the  means  of  describing  such  things  in  a  proper  and  satisfactory  manner.  Hence  the  publi- 
cation of  his  beautifully  kept  abstract  log.  Any  one  who  desires  to  undertake  such  description,  should 
provide  himself  with  a  microscope,  and  be  careful  to  make  his  drawings  properly.  Prof.  Bailey's  micro- 
scopic drawings  may  be  taken  as  a  pattern. 


864  THE  WIND  AND  CURRKXT  CHARTS. 


CONDITIONS  UPON  WHICH  THE  WIND  AND  CURRENT  CHARTS  ARE  FURNISHED 

TO  NAVIGATORS. 

It  is  supposed  that  the  proceedings  of  the  Maritime  Conference  at  Brussels  will  give  a  new  impulse  to 
the  Wind  and  Current  Charts,  and  greatly  increase  the  number  of  laborers  in  this  field  of  research.  To 
enlarge  the  corps  of  observers,  and  to  extend  the  benefits  of  this  system  of  observations,  the  Hon.  J.  C. 
Dobbin,  Secretary  of  the  Navy,  has  authorized  the  merchant  vessels  of  all  friendly  nations  trading  upon 
the  high  seas,  to  be  put  upon  a  footing  with  American  vessels  as  it  regards  these  Charts.  (See  below.) 

He  has,  moreover,  commanded  the  abstract  log  recommended  by  the  Conference  at  Brussels,  to  be 
used  on  board  of  every  man-of-war ;  and  he  recommends  the  same  to  be  done  by  merchantmen,  as  per  the 
following 

GENERAL   ORDER. 

ISTavy  Department,  November  3,  1853. 
The  form  of  the  "Abstract  Log"  recommended  by  the  late  Maritime  Conference  at  Brussels  is  hereby 
approved  and  adopted  for  use  in  the  Navy  of  the  United  States. 

It  is  recommended  to  navigators  generally,  and  will  be  faithfully  kept  on  board  of  all  vessels  in  the 
naval  service. 

Commanding  officers  of  vessels  are  especially  charged  with  the  execution  of  this  order;  and  they  will 
transmit  copies  of  the  abstract  kept  on  board,  to  the  Chief  of  the  Bureau  of  Ordnance  and  Hydrography/ 
at  the  end  of  the  cruise,  and  at  such  other  times  as  he  may  direct. 

Signed,  J.  C.  DOBBIN, 

Secretary  of  the  Navy. 

To  entitle  the  navigator  to  a  copy  of  these  Charts,  or  rather,  of  such  sheets  as  relate  to  his  cruising 
grounds,  and  a  copy  of  the  Sailing  Directions,  he  should  be  able  to  show  that  he  is  qualified  and  prepared 
to  make  the  observations  required  of  him ;  or,  in  other  words,  that  he  is  provided  with  the  requisite  in- 
struments, which  should  be,  at  least,  one  good  steering  compass,  one  good  sextant,  one  mercurial  barometer, 
and  three  air  and  water  thermometers.  I  say  at  least,  because  the  above  enumeration  includes  only  the 
instruments  that  are  essentially  necessary  to  enable  the  navigator  to  comply  with  his  part  of  the  agree- 
ment; and  his  part  of  the  agreement,  it  should  be  distinctly  understood,  does  not  terminate  with  one 
voyage,  nor  with  two,  but  it  is  intended  to  be  binding  upon  him  as  long  as  materials  are  required  for  the 
prosecution  of  the  work.  On  arriving  in  any  port  of  the  United  States,  those  leaves  only  of  the  abstract 
log  that  are  occupied  with  the  records  of  the  voyage  should  be  cut  from  the  pamphlet,  and  mailed  to  me 
at  the  Observatory,  "Washington.  If  mailed  as  "  ship  letters,"  which,  by  post-office  regulation  they  are 
considered  to  be,  they  will  come  without  the  prepayment  of  postage.     Those  masters  who  arrive  in  New 


CONDITIONS   UPON   WHICH   THE   WIND   AND  CURRENT  CHARTS   ARE   FURNISHED   TO   NAVIGATORS.     865 

York,  however,  are  requested  to  hand  their  journals  over  to  the  agent  of  this  office,  George  Manning,  1-12 
Pearl  Street. 

New  Charts  are  in  process  of  construction  or  publication  all  the  time.  Co-operators,  therefore,  when 
they  arrive  in  the  United  States,  should  report  as  to  their  next  voyage,  in  order  that  they  may  be  supplied 
with  the  latest  publications.  These  are  to  be  had  by  application  to  the  Superintendent  of  the  Observatory, 
or  to  his  New  York  agent,  George  Manning,  142  Pearl  Street. 

In  foreign  countries,  the  following-named  offices  or  establishments  are  charged  with  the  distribution 
of  the  Charts  and  Sailing  Directions  to  shipmasters,  each  to  those  of  the  nation  to  which  the  distributing 
office  belongs: — 

Holland. — Meteorological  Institute,  Utrecht.    M.  Ballot. 

England. — Meteorological  Department,  Marine  Department,  Board  of  Trade,  London.  Capt.  Eobt. 
Fitz  Roy,  R.  N. 

Portugal.— Polytechnic  School,  Lisbon.     Dr.  G.  J.  A.  D.  Pegado. 

Russia.— Hydrographical  Office,  St.  Petersburg.    Admiral  Wrangell. 

Sweden  and  Norway. — Marine  Department. 

Denmark. — Hydrographical  Office,  Copenhagen.     Capt.  P.  Rothe. 

Spain. — Minister  of  Marine,  Madrid. 

Papal  States. — Minister  of  Marine. 

Belgium. — Minister  of  Marine. 

Sardinia. — Minister  of  Marine. 

Brazil. — Minister  of  Marine. 

Chili. — Minister  of  Marine. 

Austria. — Board  of  Trade,  Trieste. 

These  Charts,  it  cannot  be  too  often  repeated,  are  based  upon  information  collected,  for  the  most  part, 
by  private  ship-owners  and  masters.  The  information  being  furnished  to  the  government  gratuitously, 
the  government  incurs  the  expense  of  publishing  it,  and  of  making  it  available  to  navigators.  The 
government  then  offers  a  copy  of  the  Chart  so  published  to  every  navigator,  upon  condition  that  he  will 
continue  to  keep  and  forward  to  this  office  abstract  logs  of  his  voyages,  which  abstracts  are  required  to  be 
kept  according  to  the  form  herein  prescribed. 

Every  navigator  who,  after  receiving  a  copy  of  the  Charts,  fails  to  comply  with  these  conditions — viz: 
to  keep  abstracts  of  bis  voyages,  as  per  form,  and  to  transmit  them  to  me,  at  the  National  Observatory,  on 
his  return  to  the  United  States;  or,  on  his  return  to  his  own  country,  to  transmit  them  to  the  person 
appointed  to  receive  them — forfeits  his  claim,  not  only  to  all  future  publications,  but  is  bound  to  surrender 
up  those  he  may  have  received. 

Why  do  so  many  American  navigators  fail  to  fill  properly  with  observations,  the  three  columns  in  the 
Brussels  form  of  the  Abstract  Log,  headed  (p.  192)  "Forms  and  Direction  of  Clouds."'    "Proportion  of 
Sky  Clear."    "Hours  op  Fog,  Rain,  Snow,  Hail."?    I  ask  the  question  because  I  judge  the  impression 
109 


866  THE  WIND  AND  CURRENT  CHARTS. 

has  got  out,  that  these  columns  are  but  of  little  consequence.  If  any  such  notion  have  gone  abroad,  it  is 
both  erroneous  and  mischievous.  The  information  called  for  by  these  columns  is  of  great  value  and  im- 
portance, and  I  hope  they  will  not  be  slighted  hereafter. 

The  following  is  the  form  of  the  receipt  which  every  navigator  is  required  to  sign  for  such  Charts  as 
he  may  receive : — 


185 

one  Abstract  Log,  one  Copy  of 

Series  A) 

B) 

C.) 

D) 

E) 
F.) 

Maury's  Wind  and  Current  Charts;  for,  and  in  consideration  of  which  I  promise  to 
heep,  in  the  manner  and  form  prescribed,  a  journal  of  my  Voyages,  and,  on  my  return,  to 
transmit  the  same  to  the  National  Observatory,  Washington. 


, 

FORM  OF  RECEIPT. 

Received  this 

day  of 

from 

Maury's  Sailing  Directions, 

edition,  and 

sheets  Nos. 

do.     do. 

do.     do. 

do.     do. 

do.     do. 

do.     do. 

Commanding 

of 
Bound 


Navigators  will  please  bear  in  mind  that  the  abstract  logs  which  they  return  to  this  office,  are  to  be 
bound,  and  to  be  preserved  for  use  and  reference  for  an  indefinite  period.  Therefore,  it  is  desirable  that 
care  should  be  used  with  the  abstract  on  board  ship,  so  that  it  may  be  returned  in  good  condition  for  pre- 
servation. 

For  these  reasons,  it  is  desired  that  the  abstract  log  should  be  returned  only  at  the  end  of  the  voyage, 
and  not,  as  heretofore,  when  the  voyage  has  been  half  completed.  Vessels,  therefore,  in  the  California  trade, 
are  requested  not  to  return  their  logs  from  San  Francisco,  but  to  continue  them,  and  transmit  them  on  their 
return  to  the  Atlantic  States. 

It  may  be  proper  to  add  here,  that  the  navigator  who  receives  a  copy  of  the  Charts  and  Sailing  Direc- 
tions is  expected  to  give  his  co-operation  by  keeping  an  abstract  log,  not  only  for  the  voyage  upon  which 
he  may  then  be  bound,  but  for  all  sxibsequent  voyages,  or  until  he  shall  be  informed  that  no  farther  co-ope- 
ration is  desired. 

And  whalemen  will  please  recollect  that  their  abstracts  must  embrace,  for  every  day  that  they  are  not  at 
anchor,  a  regular  record  of  their  latitude  and  longitude,  force  and  direction  of  the  wind  three  times  a  day, 
temperature  of  the  air  and  water,  and  mention  of  whales  whenever  seen. 


OFFICEES  EMPLOYED   IK  THE   CONSTRUCTION   OF  THE  WIND  AND   CURRENT  CHARTS.  867 


NAMES  OF  THE  OFFICERS  EMPLOYED  IX  THE  CONSTRUCTIOX  OF  THE  WIND  AND 

CURRENT  CHARTS. 

North  Atlantic  Track  Charts.— Lieuts.  D.  D.  Porter,  "Whiting,  Ilerndon,  Wyraan,  Beaumont, 
Temple,  Gibbon,  and  Prof.  Flye. 

North  Atlantic  Thermal  Charts. — Lieut.  Gantt  and  Prof.  Flye. 

North  Atlantic  Pilot  Charts.  (All  denominations  of  Pilot  Charts.) — Lieuts.  Herndon,  Dulaney, 
H.  N.  Harrison,  Ball,  Forrest,  Balch,  Davenport,  "Wainwright,  Eoberts,  Fitzgerald,  and  Dcas,  Prof.  Benedict, 
Passed  Midshipmen  Powell,  De  Koven,  De  Kraffl,  WooUey,  Jackson,  Murdaugh,  Semmes,  Johnson,  Lewis, 
Terrett,  Wells,  and  Brooke. 

North  Atlantic  Trade-Wind  Chart. — Lieut.  De  Haven. 

North  Atlantic  Storm  and  Eain  Charts.— Lieuts.  Minor,  Ball,  and  W.  Rogers  Taylor. 

South  Atlantic  Track  Charts. — Lieuts.  Whiting,  Temple,  and  Gibbon,  Profs.  Benedict  and  Flye, 
Passed  Midshipmen  Woolley  and  Badger. 

South  Atlantic  Thermal  Charts. — Lieut.  W.  Ross  Gardner  and  Prof.  Flye. 

South  Atlantic  Storm  and  Rain  Charts. — Lieuts.  Minor,  Beaumont,  Guthrie,  and  Passed  Midship- 
man Young. 

North  Pacific  Track  Charts. — Lieuts.  Whiting,  Gibbon,  and  W.  C.  B.  S.  Porter,  Prof.  Flye,  Passed 
Midshipmen  Fillebrown  and  Badger. 

North  Pacific  Thermal  Charts. — Lieut.  W.  Ross  Gardner. 

South  Pacific  Track  Charts.— Lieuts.  Whiting,  Gibbon,  Balch,  and  W.  C.  B.  S.  Porter,  Prof.  Flye. 

Indian  Ocean  Track  Charts.- Lieuts.  Whiting,  Gibbon,  Balch,  Temple,  Wyman,  and  W.  C.  B.  S. 
Porter,  Prof.  Flye,  and  Passed  Midshipman  Brodhead. 

Indian  Ocean  Thermal  Charts.— Lieut.  W.  Ross  Gardner. 

Whale  Chart. — Lieuts.  Herndon  and  Welsh,  Midshipman  Jackson. 

Programme  Chart.— Lieut.  Wyman  and  Passed  Midshipman  Jackson. 


868  THE  WIND  AND  CURRENT  CHARTS. 


STATEMENT,  SHOWING  THE  CHARTS  THAT  HAVE  BEEN  PUBLISHED,  AND  STATE  OF 
FORWARDNESS  OF  THOSE  REMAINING  TO  BE  PUBLISHED. 

North  Atlantic  Track  Charts,  in  eight  sheets,  extending  from  20°  E.  to  100°  W.,  and  from  the 
equator  to  65°  30'  N.     Nos.  2,  8,  6,  and  7,  have  been  re-engraved.  All  published. 

North  Atlantic  Thermal  Charts,  in  eight  sheets,  and  of  the  same  dimensions  as  the  Track  Charts. 

All  published. 

North  Atlantic  Pilot  Charts,  in  two  sheets,  extending  from  0°  to  100°  W.,  and  from  the  equator 
to  70°  N.     Second  edition.  All  published. 

Trade- Wind  Chart  of  the  North  Atlantic,  in  one  sheet,  extending  from  10°  "W.  to  100°  W. 

'  Published. 

Storm  and  Eain  Chart  of  the  North  Atlantic,  in  one  sheet,  extending  from  10°  E.  to  100°  W., 
and  from  the  equator  to  60°  N.  Published. 

South  Atlantic  Track  Charts,  in  six  sheets,  extending  from  20°  E.  to  70°  W.,  and  from  the  equa- 
tor to  05°  '60'  S.     Sheets  1,  2,  and  3,  are  a  second  edition.  All  published. 

South  Atlantic  Thermal  Charts,  in  six  sheets,  and  of  the  same  dimensions  as  the  Track  Charts. 

All  published. 

South  Atlantic  Pilot  Charts,  in  two  sheets,  extending  from  20°  E.  to  70°  W.,  and  from  the  equator 
to  70°  S.  All  published. 

Pilot  Chart  for  the  Coast  of  Brazil,  in  one  sheet,  extending  from  29°  W.  to  39°  W.,  and  from 

1°  S.  to  25°  S.  Published. 

Cape  Horn  1'ilot  Chart,  in  two  sheets,  extending  from  55°  W.  to  91°  W.,  and  from  50°  S.  to  62°  S. 

Published. 

Storm  and  Eain  Chart  of  the  South  Atlantic,  in  one  sheet,  extending  from  20°  E.  to  70°  W., 
and  from  the  equator  to  60°  S.  Published. 

North  Pacific  Track  Charts. — This  series,  when  completed,  will  consist  of  eleven  sheets,  extending 
from  70°  W.  to  110°  E.,  and  from  the  equator  to  65°  30'  N.  Of  these,  sheets  Nos.  6,  7,  8,  9, 10,  and  11, 
have  been  published.     The  Coast  Line  has  been  engraved  for  all  the  other  sheets. 


STATEMENT,  SHOWING  THE   CHARTS  THAT   HAVE   BEEN  PUBLISHED,  ETC. 


869 


North  Pacific  Thermal  Charts,  in  eleven  sheets,  and  of  the  same  dimensions  as  the  Track  Charts. 
Considerable  progress  has  been  made  in  the  construction  of  this  series ;  but  the  work  upon  them  has  been 
suspended,  for  the  present,  for  want  of  force. 

North  Pacific  Pilot  Charts,  in  six  sheets,  extending  from  15°  E.  to  75°  W.,  and  from  the  equator 
to  70°  N.  Of  these,  sheets  Nos.  1,  2,  3,  5,  and  6,  have  been  published.  Sheet  No.  i  is  in  process  of  con- 
struction. 

Storm  and  Rain  Charts,  for  the  North  and  South  Pacific  Oceans,  are  being  constructed. 

South  Pacific  Track  Charts. — This  series  will  consist  of  ten  sheets,  extending  from  140°  E.  to  70° 
W.    Sheets  Nos.  5  and  10  have  been  published,  and  the  Coast  Line  has  been  engraved  for  Nos.  3  and  4. 

South  Pacific  Pilot  Charts. — This  series  will  consist  of  six  sheets,  of  which  Nos.  1,  2,  and  6,  have 
been  published.     The  remaining  sheets  are  now  under  construction. 

Indian  Ocean  Track  Charts. — This  series  will  consist  of  eleven  sheets,  extending  from  20°  E.  to 
140°  E.  Of  these,  Nos.  4  and  5  have  been  published,  and  the  Coast  Line  has  been  engraved  for  the  remain- 
ing sheets. 

Indian  Ocean  Thermal  Charts. — The  series  will  consist  of  eleven  sheets,  and  will  be  of  the  same 
dimensions  as  the  Track  Charts.  Considerable  progress  has  been  made  in  the  preparation  of  all  of  the 
sheets  of  this  series;  but  the  work  upon  them  has  been  suspended,  for  the  present,  for  want  of  material. 

Pilot  Charts  for  the  Indian  Ocean  are  included  under  the  head  of  South  Pacific  Pilot  Charts. 


Whale  Chart  of  the  World,  in  four  sheets. 


Programme  Whale  Chart,  in  one  sheet. 


All  published. 
Published. 


Physical  Map  of  the  Ocean,  in  four  sheets — in  process  of  construction. 


RECAPITULATION. 

Number  of  sheets  already  published  .... 

Number  of  sheets  in  the  hands  of  the  engraver  . 
Number  of  sheets  projected  and  in  process  of  construction 


61 
20 
32 


♦        V 


I'lWl 

■  SHEET. 

FUUe  I. 

1    ' 

VKast                                                                                    115-                                                                                           ]2fK. 

1                                                                                          II  L'O-MirOi 

1        YuHh 

^ 

w 

' 

^ 

n 

•. 

•j^' 

'^ 

■ — 

W 

1.1 

■ — 

11 

W 

V 

" 

' 

1 — 

W-- 

■Vw 

^ 

» 

jrxn,, 

\'' 

n^v 

"J* 

' 

■ 

« 

■1 

"4 

V 

■/k 

<IM 

" 

f/f 

.      X.  K. 

JSS 

y. 

\ 

^^ 

■«■ 

"J" 

W 

IW 

}H 

«W 

ii> 

JfllJM 

"' 

V 

'^ 

^ 

t:.x.]i. 

nr 

V 

B 

SI 

"" 

r" 

*K 

V 

KlLlt, 

■iiif" 

V 

W* 

W^ 

w 

17.1 

■V 

wi 

■i" 

V." 

w 

V 

K.SJ'.. 

"" 

N. 

". 

V" 

7*^ 

' 

" 

" 

' 

D 

1       ^-.K. 

"« 

* 

« 

in 

3(w 

•/■ 

12dL 

' 

VJ 

'    ■S.S.E. 

w 

■w\" 

TH 

\      Xirnrh 

Wi 

VJU 

wr. 

VW 

w 

wo 

■■ 

y^ 

V' 

■•i.S.ti- 

f3e 

» 

» 

V" 

»* 

VLt 

k  ■> 

' 

.»ff 

w. 

'A 

s.n: 

11 

V 

jw 

;ff 

w 

v« 

JM 

w 

h'.s^. 

ff? 

V" 

aff 

l.''f/ 

Hirst 

Af 

V 

\ 

■. 

jVr 

256 

w.yM'. 

( 

( 

i-»li 

% 

. 

rif 

fRn 

y.w. 

iiir 

'r 

{■in 

■ 

«T 

'y' 

H..V.V. 

ir.s 

.«. 

. 

r. 

.'.. 

;.(;vwf* 

10  ■2,': 

Bet. 

Jtiii 

M. 

Minh 

^7 

M^y 

Jinii- 

Jiilv 

^w//. 

s\-rt. 

art. 

Xov. 

Ver. 

./«» 

Frh. 

rl^/W 

^/^y 

JtffV 

*hmf 

July 

Jtf^- 

Sept 

^rA 

Xr.rrth 

w 

m" 

V. 

■ 

\ 

III 

I 

mirm 

V 

<— 

r' — ' 

!1 

J 

1 

1 1 

\^. 

1 

if^.jr.f:. 

W( 

MW 

W 

^ 

" 

■  I 

f 

.V.£. 

wy 

W* 

t^ 

^?* 

m 

V" 

^ 

P 

V 

" 

" 

'V 

X4 

K.M.B. 

^^ 

' 

' 

JM 

Etktr 

:« 

V" 

VA 

V* 

W" 

aa 

S.S.S. 

' 

" 

C 

M 

JSL^ 

X.X. 

26-5 

^•■ 

V" 

' 

^ 

M 

f.S.E. 

J3l 

•r- 

* 

t — 

A 

w 

«* 

I 

m — 

Smi/li 

/;/ 

w 

1," 

V" 

W 

" 

v» 

V 

[ 

s.s.ir 

W 

V" 

V" 

w 

V." 

12 

■ 

' 

s.w: 

(.».' 

wr 

ym 

nil 

a 

Rl 

f 

w 

;,• 

» 

V 

Sf 

■,■ 

KiHT 

^%/ 

■  ■ 

*> 

V 

■  1 

^p■ 

1       »?.vr 

J£^ 

K« 

V. 

J7.* 

w 

' 

"■■ 

V 

W.iT.V. 

iV 

,'.»» 

■* 

. 

s.W 

/r-'- 

r'#-'' 

V' 

■" 

► 

yx-rth 

•T 

—I!.- 

L 

• 

\ 

. 

n 

:>■  Host                                                                                  u 

'*                                                                       y 

'.■.•;•:. 

-,-  ■ 



—  — 



■^*" 

— T> 

.l/-,/,- 

«„./  ,v.-. 

A 


* 
• 


•♦ 


\-^ 


DIAOHAM  or  THE  irJXDS. 


Flah'  II. 


i       t 


if,.- 


V 


•ft 


*  * 


■•t* 


»        ♦ 


.4»      -^W 


STORM  AND  RMN  CllAKT. 


Plate  m. 


60W. 
4511.             . 

1 

^ 

lit 

1 

1 

1 

1 

t 

1 
1 

tw.               sow. 

J 

J 

1 

1 

t 

o 

t 

'' 

!5W; 

1 

ll 

1 

1 

1 

1 
r 

1 

'* 

1" 

1 

1 
1 

1 

1 

Cjforth 

1  —  1 

1 

1 

V 

- 

1 

i 

N.P.. 

1 

1 

1 

»' 

i' 

A 

f, 

Sojt 

^ 

1     ; 

■l 

il 

1 

■ 

-^--_, 

1 

\ 

1          1 

n 

1 
1 

1 

II 

1 

1     il 

« 

1      ■ 

1     Jtmift 

- 

B 

,.     1       ! 

III 

' 

s.w. 

1 

1 

nil     li    II    11     |i 

ll 

IK     Jl 
1 

i> 

1 

West 

1 

1 

HL     Hi     m     w     III!     ■ 

■  ll 

1 

R 

jr.w. 

14t  \   S4    ^  ne      119  1    05 

•         i 

'  JS4  I  M7     J71     ^41 

no 

204 

J39 

Days 

SI 

M 

4» 

A> 

di 

57 

79 

M 

« J      30 

34      to 

N      .11      »„     1      »1,„ 

"  '"  ~  »y  Vi-^  V    c^^ 

0 

1 

\ 

R 

I 

>^V1im-l*)iV™,i  WiiVJA^A™.}      ^  " 

R 

HI 

a 

^ 

■ 

H     IR     1 

> 

1 

1     J     II           HI 

1                    1 

III 

1. 

t 

^aitdUffhtnaiff 

1 

^ 

te 

1 

inv,wv;^,\\i 

1 

rog 

1 

1 

.  /• 

V 

r 

i 

\ 

rmrrtk 

1 

1 

i 

1 

jr.E. 

R 

'1 

- 

^ 

.'# 

1 

l" 

1 

East 

1          '          1 

1 

1 

1      . 

1 

I   «■ 

;        '        f 

t 

)_       . 

1 

1     1 

"        B 

1 

1 

1 

£ 

1 

■ 

■ 

1    1    HI    1    [  " 

1 

1 

'      • 

S.W.           , 

' 

■ 

1       1       1       1      ;l      i 

1        1 

Whtt       •  '■ 

R 

■7  II  ,11  |i    1  "  FT "  :r"  V  " 

1~1       1  '  ' 

y.w. 

i 

1 

r 
J 

1 
[ 

44 

es  \  n  \  71     B»  '  iss    101     m     34     ti     si 

1               !               :                                                                             1 

sol 

Doiys 

<5  1  « 

4t  '.a    \  SS      W    j  2a  1  if s 

*#    :    74      J09       85  I 

r")      '1     n          ly  Ml     «     II     IN    1    [J    1 

Calms 

r 

, ,  n?  i\  ^.  WL 

)'           1                          ' 

HI 

V 

Rain 

R 

'•  •  \pM.  ■;#>, 

II     1      1     il    III     1 

1 

1 

Tuma  LifiJUninf 

II              III      ,D 

1      1       ! 

1 

■ 

IT       I 

i' 

■F  ;    .( 

» 

Fog 

V. 

t      1 

\ 

• 

R     ■           { 

1 

'         i 

Kerth. 

• 

1 

i 
i 

III                         1             ill 

N 

Sin. 

1 

V 

1 

11"^' L^: 

,      East 

i 

X 

\ 

c  i      1 

i 

\ 

1       5^. 

^ 

'  1    I 

. 

t 
1 

^    J 

1       SouOi 

i 

" 

1 

t 

1 

H      J 

S.W. 

1 

1 

i     ;  ■" 

Wirt 

1      1 

1 

HI 

1 

1      1 

i 

,  jr.w: 

■~irnv  ,iiv  ,1 

1 

• 

if- 

I. 

'    !l 

a 

39 

:jt 

re 

.[. 

40    \  !»      49    , 

as 

3« 

u 

1      1      1      1      i 
Payj           M3\i»r  [  e»    m  \  no  \  us 

133 

M 

St 

IS 

103     109 

1 

II 

1      !i    , 

jt        1 

1 

■■ 

•^ 

* 

,„^Wi#V  1  VVrt', 

1      ! 

,V.V: 

\ 

•    \ 

HI 

1 

!•• 

"          • 

•  ■«"^ 

V 

'■*        f^  J>^'  "^ 

1 

1 

%' 

1 

K 

1 

i- 

■  ri^n 

■  u 

* 

%.toulUff/itninfi    ^  ^         ' 

1 

> 

f         i 

30*W.    ^^ 

• 

■'¥ 

._. 

! 

EquMor 

VUCMIuiU  Sc 


*f 


0" 


♦T, 


^ 


r 


\\ 


.^••^ 


^ 

^•'i- 


.^ 


». 


t    ^t'      *♦ 


>n 


** 


< 


Hir- 


%. 


I'lat/-  VI. 


35- 
SSii. 


30 


25 


20 


13W. 


.501. 


501 


45- 


45- 


.Iftl 


iOL 


35y 


a£5. 


35W. 


30" 


25* 


T. 


IS" 


pjecuu^id  sc. 


■4  ' 


"M" 


'^^ 


KOITNDING  APPARATUS.  INVENTED  BY  PASSED  MIDSM  J  M  BROOKE.U  S  N 


Enfr  u*d  *  Printed  by  J.  KAtuUf.  Pkiiftdf 


.V 


4' 


%: 


1 


-% 


ptATH  -/ni 


?a^*v-l  *?t:ist^WjMi»BllM- PfalA. 


^ 


« 


WHALE  CHART. 

• 

'. 

4* 

I'luU  IX. 

60* 

L30* 

k 

1 

II 

i 

J 

' 

• 

1 

\ 

t 
Si 

25-      1 

lo 

UN 

1 

e 

i>( 

% 

1 

1 

[1 

|l 

1 

ll^ 

125' »'. 

j:   llat.SouO. 
^  JSmuUor    _. 

NT  days  of  search' 

Z) 

44       T4      71 

Mi 

>4>     la 

~y~. 

1 

yrdayj  on,  wfUcfi, 

faiaid  whalts  ^ 
55*               

S 

3 

1  X  iMt               .* 

' 

2 

-' 

— 

R 
D 
S 
S. 
D 
S 
H 

_  4 

4 

— 

7ifTdt0-s  of  search 

» 

s 

• 

NT  days  on  whuh  1 

found,  ik-hales    J 
50' 
.V?'  d€^s  of  search. 



-- 

— - 

1 
13 

l| 

IS 

- 

d 

— 

a 

a 

J 

XTda^'s  on.  nfutA 

found  whales 
45'     _ 

-  JU 

-- 

X?dqys  ofstarck, 

10 

A 

-  77 

I 

B 

3 

4 

4 

i_ 

3 

g 

— 

NTda^  0tt  which  \ 

found  wholes  j 
40' 

w 

jia 

S 

i 

1 

B 

NT  dtyv  of  search 

4 

7 

n 

f 

4 

D 

n 

* 

f 

It 

3 

lNT  days  on.  whichX 

H>und  whales  J 
35'     ^_ _ — 

111 

S 

.» 

» 

' 

R 

NTde^ys  of  search 

a 

S 

4 

?0 

1* 

(J 

M 

* 

» 

NTdcfys  on.  which  ] 

fintnd'  whales  j 
30' 

S 

n 

NTdoys  of  search 

2S 

7 

4 

« 

3 

o 

It) 

7 

1 

3 

3 

NT  days  on.  w^ch 

fbvnd  whales] 
25' 

J 

s 

*#         oe. 

s. 

— 

NT  days  of  search 

3 

i 

5 

z 

1 

3 

It 

f 

/ 

g 

■ 

NTdays  on  which 
/btmd  whales 
20* 

-    - 

-  " 

s 

J 

-- J 

t 

R 

NT  days  of  search 

4 

S 

e 

2 

5 

"  ~ 

3 

D 

i 

Z 

9 

4 

4 

3 

N?days  on  wfach  j 
/bund  whales  \ 
15^ 

s 

• 

J^' 

s. 

1 

2^  days  ofstdorit 

.» 

3 

4 

e 

^ 

D 

1 

» 

n 

i 

g 

f 

^ 

» 

NTdays  on  which 
fbund  whales  J 

1 

s 

R 

'i 

1 

NTdays  of  search 

i 

1 

e 

H 

4 
_1 

_5 

3 

_  « 

n 

•t 

I 

H 

NT  days  on  which\ 
fbiuid'  whales  J 

11 

I 

s 

T 

1 

X 

^ 

NTdayA  of  search 

i 

gs 

zs 

J3 

i 

4S 

—Ml. 

4 

„.  ^  . 

« 

T 

a 

n 

-i 

oa\ 

NTdays  on  whuh  1 

1  IN 

1 

s 

fyimd  whales] 
jj.    Equator 

R 

„ 

-                            .          °"     1 

■"'"■ 

V.mrcMlan.!  Sc. 

-4 — c- 


%* 


■^.  ^V 


■« 


-     i  i 

'I 


u--'^ 


4 


> 


fi 


4.  *         • 


II 


u 


-  :."i . 


■■:> 


•?ik 


»] 


u- 


n 


i 


ir      ' 


% 


WHALE    CHART 


Fuut  xm. 


hM 


50' 


J 


40 


3^0- 


.    __aj5'_ 


*o 


iimi\mili%iimmiiinM\\Mi  I  tiMWWi  I  M^MiililUi  IMtMMMMniii 


■00 


Days  Search 


Spt-rm  JiTiales. 
liiffht  IVhales. 


V%M 


'mimnimimmmimtnit^^ 


._i^-.___. 


BJiTCUlUuid  Sc. 


Jl\ 


«t* 


'T"1 


»f, 


4[ 


5, 

r^ 

^^^^^^^Ha 

1 

\T^ 

1 
1 

i>i 

3 

^ 

[ 

■  ^ 

%_ 

— 

• 

> 

1 

^ 

-^^^^^^^^^^^^H  ^ 

i 

^HM^jS^i 

« 

^^^^^^^^^^^^■^^^■■i 
.^^^■^^^^^^^^^^^^^^^^^^H 

'^^  .^flHIHI 

PW^^. 

« 

•»- ^^^H^^^^^^^^^^H 

i 

\  ^tfflHHHi 

J 

\.^^| 

i 

_« 

- 

J 

s 

5 

;                              c                              s 

5                                                                                                    ? 

X 
X 

3 

1              ^ 

c 

-^^  -^Vs 


Stratus  (  Sir.) 


■~i^^  rimiK  iCir-) 


CiuanluH  1  '-um  j 


SiT>'- 


SECONDARY    FORMS. 


V  Cimie 


(ttr-Cum) 


Cirrostr8*n3 

(Cir-Str.j 
various  forms 


irinri-Str.i 


1  •  «, 


M 


k 


*r 


t. 


«' 


« 


#■ 


yt 


•:  ^^ 


t 


SKA  intlFT  AXD  WH^ILE 


S.  on  w/iir/,mmmT/iimt.sorThi'  sea  a"  ijidianetJJsJhf  TJUJllMfJ-yil'TT^^^^  sJu-»ij^ 


"f? 


us 


uo  los 


ElUOuVNATlON 


totrtr  fiinttx  of  .i'/n'rm  MlitiU  t/riwnd 

t-   K(fiinft  h'rnitfitf  iiitjhl  h'lmU  ijitttimJ 
J>ireffiott  of  thf  Drift 


flii^ 


lot 


;;; ^ 

1 
'l  .  I  . 


1    i" 


I   t    » 


/'/////■  .r/.i 


J- 


k*  it* 


».» 


■4v  ^  •♦  ■' 


.♦* 


yL 


n-/.Y/js  .ix/j  /for'fhs' 


Vt&'U 


^T-V"" 


ltoutt:t  A-  uvertujr  pax.TtUfe  in  ihiw 
Knr  Wtitda 
Hetul  H'inds 


#■ 


I'hllr  .\  I'll  I 


(-ttS^ 


\\^' 


^t 


<-^v: 


k- 


r^ 


V 


P«*aa(.«*fe. 


t"- 


c 


71  r  <■  /• 


A  1    1, 


v-^^^ 


\ 


\. 


■^^-^^^SrSSS*??^ 


5^1 


:// 


\;>\^ 


^a: 


X' 


^^ 


^-^i. 


v^/. 


■■^""v 


^t- 


=*IS^ 


-^' 


-i-^ 


&^^5^ 


VC^-^'-'v 


/y</<Y  ^  doldrums  i\>r 


<' 


^^cr 


-c 


"^  *^^ 


^^^s^^^^^ 


^^ 


r.?^-'^^^^ 


*u 


Mtireh  l/wr.r 


Septr 


i 


3ir;:$"i'<i. 


"'k;'^ 


.5 


t 


*tiJtr.r,iJi  e  jr.     ^iir//    i. 


Bttr 

'                                      kl                                         Ml          -i   1    1    1    1    1    M    Ifll    1    1    1    1    i    1    1    1    1    1    ll/t   1    1    1  /n  1  /  V    '    ■ /CJJ_./^^,yA 

BECl   for  STllELKXA 

•^J^y^IXA-.J?^— 

1 — M- 

JO 

.a 

.0/1 
.07 

;tn     ~~       J                              %■     '^                      t-                         --(■ .....M, hBH 

-^ 

J. tj:    -\.-'stZ X--^ : L- J 

Ol 
3O0C 

A j...  -j.-i.l—4 -11 ^ J 

pi 

.,'>s 

Nnti™^            #11                   ■                                 \\\W 

UOMflJiV       B« 

r^:i^/H::2:ii:+t/\-^^5-di±^±-4,.  J---. i 

r^ 

-^tJ5"'-          ;xite::  fe  :-5i-:::r:jF:i:":+::::::::::::::::: Jux. ._, 

.93 

'  .T    V  ,•  7    ^    7  T '•?  /V  r-  ^^r         M       ^                                   .i™ 

.3U. 

*    1     \  ■  /    \    '    \  t  ' ^  \ ,    \  1     • '  '                                         ■■ 

MAURAS    '■   B*r  ! 

.*/ 

..«.-M — H--+-- — hH-/-  VZ-U^-^H-f- H 

DEC],.  fopHOBARTON, 

._,,<i5 

M  i    I  1  rl   I'   M  1     1    w          1     nm 

f 

.«7 

Si 

__^  -_j . ^^_^__^ — -^_j--^__^__  —  -, 1 I^H 

.m 

\      /\ ',     '  \ '                                            1^1 

.« 

A  ■                                              ■ 

«J 

«                                                           '                ■lift/',-                                  ^^ 

a/ 

/    \\  /  '■  \     ^    1.  •    .  '                       s 

*. 

/6r:o   -     -                   :                                1    /      \\'' /      r   /      >      ,1                               S 

w 

^   -                        ■    " "  ■                               \             y       ^    \  /        ^    '  «  ■                   H 

.7« 

\         ^,f     '   \/        ^'^    I                         V 

7/ 

-^  1                                                        /                \    V,               \                           ^M 

76- 

"                                                              f                            'ft            \  ^                          T^ 

7j 

1        '  i           \                             ^M 

7/ 

.X ..  __^  ._  _.  .  ._                \          i                                     ^H 

.7J 
.7^ 

'■"        .-    _  -                                                                 y                                                                          « 

i                                                                '     '   '     '     i   s 

.7? 

'                              1  ■•             ^-               ^     H 

.7d 

-'•?  ?                                                                                                                                    \/            ^                 \  i                 ■,   ■■             ;      Til 

.6» 

.es 

:  :      ....;:.._...:".;  T              ',  \n   /       -^ 

\   .'     \ 

.61 

\  ■'     '\           y  I            y  V    \ 

se 

V          \    1  ^    /\             /^ 

.si 

\  V 1    '                           ^ 

6-t 

'                                                                             1                       \               '                           ^  T                       )            '        ' 

.S3 

\  \  /    I    /     \j™ 

.SS 

1                                                           M  /  /\  >     '        >nH 

.ii 

\L        ^        /              r«* 

.io 

...,..,.,..., ,      ._ ., „,,.,, iV'          \/ ! 

.Si 

*             y       V  V  ' 

.Si 

.S7 

^    ,    >      Jfl 

.SC 

V                                                                                                                   S 

.65 

«  s 

.i4 

._.     _            i---              __       _   _         ""   -->^_^-\  ^ 

.53 

----            ,_-_               -t-u            ?                                                           ai 

.M 

^         Rl 

..'J 

.-.-...                                                                                                     ,                ,  ,     j     .      ,                                   , 

.u> 

J     I       !                                                    j 

49 

-  -   I'l  1   - '  "  L         J                                  ■  ■"  ■  "       "                           ft  -i_    itX         Zt       '" 

Jti 

--,-::£,         :        -            "                     r  "                           _x 

y/ 

-  /L            .^  ,t:  •::"■■"" :_:""  --    j;^     -   :         -          •     -                  -t- 

/«• 

-H-i-H  ----...               :_:                       ,    ~          ■     "ztini 

/J 

.             .    _L^                   .^ --         -          ., 

H 

, ,  f"---  i-t-*::  Vt;         :_--r-             '"tz —     """  SI"  ±"±  J 

./j 

-XC        -I:.     J           it                 ■    ~t  —        ■"              it  "  ►  X-     a 

.^'^■! 

L     J._.^_L^.    J            _   ..IT..              .       L      .        _   .                         .        j^j^  _!_ 

i.X  1      -U-4-.^c         ^  ,,                   .    _-  _-           .    _.  ^  j^           itt        ; 

—  ^iix-tff-  T^#-^---7-l ^-^4 .-r^--— — 7:-^J L 

^--:,-,:±X  :::5=  ^:=xi  E^iiii" -r  -5r --J  -±--£-^1 i 



■"    -^    CX- -L-^-i-i^+r  ..  ^.  n-  r          .ft  _  t:i      ii!::^:      i  itx  u      j 

-■■  — 

_    ^    — i     j-.    -iUX--.    .L...V !:t___tt t ±_    'Lt_m 

. 

-----       '     ini-x.t_4±    t             i  "~T-  zt '  "     uz~  1 — t^tt  '    ;' 

^ 

^    _j_..  4-    it    C    .         jL  ■       LI                                    +i       "        +^             '"  '       \\         \ 



if             1           y          n         ^^^                     f                '1             /     '    ^A)^ 

— j  ' ' ' ijCT"^~iJ"Trii~^d\r'"  /T'  1  i     ~n~"" — 1\4-  '  i\| — j r-^^ — M--f  i  \  \/V\\ 

H'l 

i  /  i  1        '                   ^1  ;  /\/s.i  \      t  il  '■   ''-i-i'                '                   L;      I*        1-/   \i\             f     j    y]         '  \  V 

~~-1 

i      /\i     j_        \                [     _!/l  V  ^    \       ■\i            !   '  \_Jii   ■               \'/s       \'!          i'/i\           jf                       \\ 

UTji^^                       il  1  iK  1 1 1  i  hjl  {|]ijilxpr^ 



R-HwimM'ht-f        ■  v  T  jf^^^Jtfll  r    'm  1 1 H     iu/^itM  mm  \ 

onirnmxMi  htvivbi  oinnmi.uii  ivnvaio  »  Drnnia  i  ivnvai  o- 1  ittitbxb  b  nrvumxoiivnvBiuj  rrviniioi  WTivmxni  ^ 

Juium;  -  IVbniaiy.  Min:h.  April.  M«y.  June. 


TKjr  frRms 


July.  -.  Aujtust  Stpteiiibcr  Ocfrvber 

H 


>it  3  Hi  s  n"  vr  vTi  s  (,  I  n  rnii  A"  a  I  II  ■•:  \^  \  ' 


KCl.ftrSTHKlE.VA 


iiM  1  IV  \inx  0  I  iTnvBisi  I  n  viMJX  II  It  IV  nmx  mi  f  n  mihi.x  o  ii  i\  iii«a  a  i  prnvn  o  f  ftiv»>  \»  i 
July.  Au^t.  Spplumbcr  October.      _  5uv»it-' 


II 


^r~ 


Ai»in]()A(in:s  to  sandy  rook 


T  I 


I'lx|*la  nal 

dZl    Mod 

hliS^      I'rhhl,:--    or  i/riiyrt 

SZ^       Cull'  Sti-t'iiiii  . 

I    |.       I.  hi  III..- 

R'\r\iir  \'nii,iiioii  If: 


"'■""•"  I'll  «'ini„m  ri,,,-  A  i.t^ui.  n..s:i',„.„;:i:,f.s 


i'fiit.\'l   litii'  ttiul  ,vt>innliitt/.v  from  llir  i'lui.v 


I'lnt,'.\^ril 


ni 


feu  n|L^:4,,  Os-v^' 


I— r- 


IS         17 

^1.     1^    ,j.^^     .1    ^    «\m.^*-,,»        f    Ms'!:     ^       1,      * 

»'       '^    "     ILTX  ,.,.r«S-4i       "  "  "      19     «•*     17      isi    "  as    >o 

w  — . tit 


JO        50      7«         77 


B     30  >6_„       Bt 


!(»>  y  *»  It. »?  "  1 " 


<•/</ 1 


uliil  Cliiirl  ,it'  A' A  '■     If.  li I II III     iS-Vi 


Mntti^iitftl  hii  Si^hntif  Steht'ft 


Il 


GALES  AuY/)  FOGS  JZO.YG  THE  ST, 


I.ASX 
TO 

AMEBICA 


v/rs  .irjif/ss  rrrE  att^axttc. 


piauxn 


\iyAik\\ 

4  414 111-^4  44  ^M^'-^^'^'^^^^-^  3 

4l4-it-l>l444s 

lii-lllhi. 

?4?4i4 

^^^ium 

4i^4il|5 

JO'Verr  £"n.f 
^1 

1     '    - 

'    »                '                   1 

'     ■ 

1   ;          1   : 

.        '         ' 

i      '             i      1 

■     !  '   1 

Fl 

J    t                1                   -]ll 

1 

1            ,  ' 

1 

1 

t    >     '   I    ' 

(  i 

itip  1      II 

1                    i 

1           ^^ 

1 

-    1  P:^ 

," 

TO 

i 

( 

I 

1 

1          t'    1 

1 

AM-K  &  I  r  V 

1                    11 

'          J 

1 

1 

, 

I 

1  '-Xillr 

1                    it 

f       '        i  1 

1 

( 

, 

*             , 

1  '4  I.    W 

1       '           R 

Si  -P^X-  -t! 

1 

t 

t 

1 

1 '  r 

t        1         Jl 

'     ,     I 

1 

1 

1 

1 

1            vH 

^  1-4 

1 

I 

1 

1                i        • 

1                              '                         *i- 

^'  T 

1 

t 

1 

r 

11                i     '                     11 

-4^--t-   '    -tJ 

1 

1 

( 

1                        , 

1                '                11 

■      ' 

1 

1 

1 

'        1    j                    , 

> 

1              '         '                   H 

'     1^ 

1     '    ' 

1 

1                        ( 

. 

1       '     '     '     u 

' 

1 

1 

i  ' 

1 

■     '         I 

1        1        1        If 

1  '  j 

-  X—  '  X-   ^ 

1 

i   i_ 

1 

B   1  1 t 

J — L-j-  -J 1-- 

V-M^-^   - 

;         1 

1 

i    ' 

1             ''  1 

' 

1   '        -  I" 

iriiqT::: 

j -^.  *  - 

■:           1 

1 

'\~i 

1 

- 

1  i-X-La 

jiLJ_.-'-L_^   ^K 

1               ^ 

■■           1 

I 

1     t 

1        1                1 

--*--t-    1 

1    i   'Tr 

1 

'     •             t 

t 

1 '    ' 

1 

r  t  ' 

t 

.      .             1 

I 

1     *  !  1 

1 

Br    ' 

1 

i 

-  -[it   >        ..X 

.  1 

i     1     ! 

.  ,  1 

■1   ' 

r 

--  -It  '      -dn 

1 

I     ' 

'    '  '-i      ' 

1 

H  ' 

_,  ■  1  i 

t    ~    '  "' ;  -  ^ 

-  -i  '  it  iuH 

I 

II    1 

I     '' 

. 

■ 

~n-r 

f      _     '  -  -  -CI 

i           '             H 

1 

Jl    1 

'  i"    ' 

1 

B   1 

■        -^^    4-  -   -r- 

1       ' 

!           1           1  \ 

1     J 

m  '   1 

f 

■   1 

I  .                            '_4  J_   .              _ 

-4Ht  '        t 

:    f          1                  \j 

'  1+^ 

ii  1 

*    :   :            f 

1 

B 

'  _  _  t 

.-    ■         '         i 

T     ■   IT 

1 

Bii_;_,  ■ 

1            '''''» 

i^     ;  -  -  H= 

L'l     1  lu  "^ 

1 

1    ;    i      1     1 

1 

B  1 1      1  ■         .  ■ 

'l  — '"irJ ' ' — 

--r^--r- 

1 

J.  _i 

rr||-it-r 

1    - 

-    Z5 

1    :     J*  li 

'  -    Bit 

'      r 

1  '    ^'■ 

j      t 

1       ;      III      -•        1 

-     r- 

Ittiit: 

'    '    f  ^Ip 

1 

■       '      ' 

1    , 

1      1 

1             IM     ■  •       > 

1 

1             '     !•  1 

111 

,..   4-  '  -+-  i+ 

■•    --   -r            ,-^ 

f      1 

1 

I              '     i 

'    ■             '       ; 

1 

i                '    L 

■ 

1  j_j^  :Ui 

L           '  J  ^ . 

^!    fL^^     ' 

L_ , 

' 

'           il     < 

I  i"Tf 

l-f-::  t- 

J^    -,_-i-      4 1- 

-;iir±Ig5 

--;-   -_     iUli ;-   .4_U 

r    "     i   -■■■■■i  ' 

i^r  -'.I 

1 

!_..  .  __,_ 

i'---   n 

^                     rofa/  Oales. 

I  ' 

i      ;•    ' 

■•    1]  !           '■• 

' 

>                     A 

1 

•-1       ■■          r'         1 

'■■'   f 

■it    '•' ,          '  ! 

1 '  1       '1 

I'M 

'             11 

:                  >■ 

"1      ;..    ■•'i     f  :  ! 

r  '■  '  1    ■  1  ■ 

1     '' 

,!  f:  \    ii ;:  I 

A     ';      J;/ 

I  ■  1       ^        ■    '-  1 

1     t  ■*  i  r  ■■  i 

■  i  I  ■       ■'■ 

Til  WitA 

1         i"/[l  1' 

;  1     1 

R^^^T 

-lU  .  L;i*-^   l^  LH- 

'JVU4j-Uj-^^ 

4Fttt'- 

1         'ffl  i 

';  i       :.-(    ; 

lilt  t 

....:^^- 

HTlj' 

"'^^r  '    ^TT 

-  1  -    [JI  ,    : ^- 

T~;~  "  "p"""]   '^^ 

:3|iii:- 

T  wv 

~'V~hr   "t^ 

!"•■••'               Rains. 

■K^W 

Vt-  -li-l'-  L-S 

f  '    li\  1 

''.   :          v>     Id 

!  li/rii'V; 

I  i    ffl   ill    ■ 

>  ^    *•""*"••'*-"""• 

r    i^flt;  5 

^|:||g 

11 1  i  iir 

JA  M  .4| 

,4n  --J1 

■;i-.y|.lrW 

i- 

■Tjiy  \,  ■  At 

--Im;^ 

3^S^iIF 

ttrH  il'lnj,', 

Wl 

|i|:fy 

WW 

Fair  6tUf.< 

WjtW':^- 

:::  fMz:^ 

4|- 1]  JWf 

^4X 

^^i  1 

TTiuntierArZx^htrujtff. 

■  '    1 

' 

1                   '1 

1                ] 

1         '    '    '         1    :    1 

( 

LAXE 

■ '        1 

' 

1 

1      i 

1    ! 

~        1 

■ '        ii 

' 

1 

1 

1    1 

1 

■  1 

1 

I        1        1 

■*■ 

1 

t 

EmOPE 

KPi       , 

1         1 

1 

J 

1 

1 

H  ' 

1 

1  1 

F 

1 

1 

t 

■  ' 

!            1 

1 

1 

1 

1 

1 

■  '            1 

1 

1 

r     1 

r         .         j 

1 

piiii 

I     • 

1 

1 

1 

1 

1  !      '  t 

) 

( 

' 

1 

!       1              i 

1  1 

'         1 

1  i 

1  '  ' 

'        I      '           ' 

1 

1"  ' 

^       . 

' 

1         1 

i     '     i 

1 

1 

it  X  ' 

t     * 

1     1    .1 

!       1       '     '      1   1 

1 

^f]. 

( 

,     ,  ,  ^    i  .. 

Lit     It    '    it 

~it-- 1  It 

t  '  It 

( 

J 

1 

1 

'     ' 

1    •          ' 

1 

,                    , 

:     1  ' 

1   ' 

' 

•K 

■ '  1  i    4- 

^H      1            1                  1 

.           1 

1 

1  ' 

1  ' 

1   i    '   i   t       i    '   ' 

' 

'Jl       '       1       t 

1 

1 

li  '  ' 

1       '   I          II 

' 

■  <              ' 

ill      !  1  '  1  ! 

■ 

"it+i '  iti^ 

''■i .  '  \  - 

1  •  1 ;  1  M 

' 

■  < 

11      [  '  1  ' 

\ 

1 

..4  ■■:■■!  ,•  t 

-     M  . 

' 

■;1 

j  '        h  1 

1        \ 

t ' 

MM 

' 

M  ' 

■  ' 

\ 

'      11' 

MM 

I  i  M 

■  ,' 

' 

■~i~ 

I           '  '  1         1  Vj 

a 

1      I 

!  M  ! 

'   =5 

i          '  M 

■  ' 

\  \      ,  i  1  1        '111 

X  '       P 

al 

M 

"  [  ' ! 

-il-Uu  .--U 

■  \          M 

]l        t  i  '  1         ''' 

i^  -    '  -    t- 

L  M    ' 

' 

M          M 

■  ' 

Ifl              1            \i\ 

1       \ 

1       '  \ 

'    ' 

'I'M 

;  '            1   M 

■  '-       ' 

1   ■      III''     ii  \ 

1    T 

1               1      :      .    u 

1  !  ■? 

n' 

1      1 

■  1 

■ ; !  J I 

1    t 

1     !        1 

i      M  i-' 

•    1 

'    :   i            • 

1      i 

'    L-M  lj 

t  T 

'   ■;!     [^ 

t    1    !• 

■   ■  K    '-M 

1  '      1 

1     1  .  _  ,  1  1  ,  .k 

t    1 

--'- '  It  ds 

M       1  -' 

^r~T  1 

'    ,  1 

'1       ' 

1 

1  '  !' ;    i-!  ' 

•i ,    1(1; 

B  '  '  f  1  1^ 

i     1  i ' .  ; ,   1 

'   ■ 

■         ii'    '    '    '" 

(    ^ 

1  ,  '  M      I'-M 

i            Ml 

K    .          -      '    f 

r           . 

1                    1    '■  :           ' 

M     11  '  ■  ^'1 

>    ' 

'  M 

^P    ■    ! 

'      . 

1           '    -1      1 

!  ■    1  ■  '■■     ; 

'            !  1    ' 

■ 

.  T'"^     '^/\ 

M  ' 

^r*! 

'  ^  i                J    : 

1    J 

M     l^i 

••              Ml 

■'<  ',  ii' 

•  1           '    J  ' 

i                         '       M          ' 

■   ■       1      '    ■  ' ' 

■       H  1 

1    '    : 

;           M    V 

4^-  -t^^-f  T — «- 

t:4:q±;iit 

£^ :  ^  ^- 

■  I-     1 1  .- 

-    ^^-4- 

-Hrr-^     .4-;- 

■■      !  !  ■  ,i 

r                            T' tfr/ fifj/rs 

ry 

1^-tt;  -T 

[ 1 

hr^ 

t±it  (iia 

i 

Hr  r  rff 

■■,        \\   \''   1    1    ■  1   f 

V\      ■'  1 

\  ;          .     ■     '     f    '              1 

•^    ■■.  T  1 

r  :■, : ; 

'              n-           i    f[ 

■'        '  M-'    1 

^r~i~Tr!     1 

c'       i    :    ■ 

■it-      '       . 

a\    I              1     1         y           1 

[■    • :   J'   ■  J^  1  -  ■ 

1      tli 

_     4-       ^ 

B     :     III 

'I'  'v   V  1  u . 

\v 

1  I  \     ■,.    V^       '      !                           '       ' 

I:      'Jll'fl' 

jj        ^ 

^1     i  .  '    ' 

■     '     '                   1 

H^-itv'h  ^r^-^ 

-HV  ■"Hvi^^ ^-  / 

-llT  -".,,i.,  1    1  , 

;|Jffl;|_  -uJL- 

A                    :;.  :: 

-1--^-  — ^— 1\~  rr 

^??*f- 

1-4^4  -tnv'-  -T'-'^-h- 

-"h'fKrir^  '^^^ 

~Ht  vry^'y^'^' 

Mlttt    ^-^ 

ffl  \  i  i            ■••••- 

^fmx 

^K  '' 

\           '      ■    F    l'  r/      \ 

\I\tn/\      \J 

oat  i\  Jt       i 

Ifl    \  I 

^  ' 

^p    l"^Mr  ' !' 

L     i     '*■'    '/         \     i    ' 

■  V,  kVPO  ■'/      \ 

G       f  S  U                    \      r 

nil   ,\  1         ^-  1                   ' 

1  SL 1  .\\ll 

^ 

^^^F 

V      .  •        1    ' 

'     ,     Jf                       '      ' 

,      It  j/  ..  \  u      \  1 

hI   »     '     \ 

A  <m   A\d_    ■*'      ■                  f' 

A--lm!  liUl;— 

Iff^ 

>•    !     [i-'li     '    \i  ' 

3^i£ 

ifcH^II 

111 

4|mpX4^iri^ 

'  ^Wf\L 

'     ,    K    .H<?^      ^^-i'   'V 

Sfel»; 

-pT-Miltirt 

V'^-r 

rtf^T- 

:Mf;M 

ll'Vijt  l.'n.- 


A[>|)('ii(Ii\. 


^f^'/^,'^//  - 


^..^'. 


^il^^'y: 


/^^//ifT^  /■'//"  ^^^/Ai //''.^i^/'^ ^/^^y/ y///y/y^  "//'v/- . 


//r  /// 


/.  y.^y/ 


fz//<' 


i/./y//^y.     Af;it.^f^?e'i,->y^e/ff-^'i>.^-         rl:yfA'     yyX'--f''   y/- /A'-    /yi^y/Z/r-  /./  ///fyrr-^/  ^/r-.y,  /    //-y/,  /A,  y 


///fly/  y./  yy.yyy/yc    yy^  •■      yyr>y/y<'yyy   ■    '/yy/y.^  . 

'1^ySti-fyi;-yy//ff^r'  y.y  f^J^.y  JyJ'c,  '^^'''y  '  yf yy /■/ .y^/^/fyyy  y''i-'fyA/:y  //yy y  /yy  yy  /yy// 
/■/////  .  y///y/^  .  ^A/-^Ayr.j//ff/r>//y/'<ry/  yy/yy/  y//y//  /'/  ///■/>/■/ .yy  /■/'//■■/:■ ,  <///€/  yyy  </// 
//yy//'//f/fY/yy>y  ^Y/y/t/^-/^  /■/  /-A'/zyy ,>yy--     //■y'  .J/'///<:,y<,-/'/>-'  A-  yyyyy<-.  ■  //yC  Afr^y^y.y'W^''*^'*^yye'/y 

y<///yyt(///i'///i^AA-e^.f'//A>    //y>yy    .   A/yiy/y./    yV    /Ai^      y//y'///r(/rf  /e^yfoi^  fi^(^'//       y//<:-'/ 

.^Ayz/ff-sAfcAr/^  /it;f//y/"/fy/  y^y/y/  /■/'//'■  fry/  /r-  y/y   /y  y/./Z/yfyY/K-yy  f/y  /yre/r  y:z-i'/(y/  yy/yyvy/y/Y  . 
ty//y.y  yyyy.j  y/w//  /V/i/yy/y/r/yy/y/y  //yf  'ifTyy^^^/^  yy-y/y/y  y.y  /yyy/yyyyy-  /yy*yyy^:^^//'f?/fy-yr    y 

yr/y</y   //y/yu/yy/,  r/yy/'.j/yy/y.^y'r.yyvy-y/yyyy/fy/  yyy//yr  /yyy/y/'/y'yyy/  yy/yyy/  yyyy     Afyyy/j, 

/         '    ■    /'  //■  /'    /'  '  '^ 

yy/yy/  //y/-      /yy/yy    y/iyy.^   yy.y    //yy/'y/ 


yy.y  yy    .jy/'yy 


^  ■ 


r 


Vyyy  .■        /yZ/yyy 
'-^''''g>^/rv»        yy/yy/.y/yyy,  y 


yyy  >  y/ .     .        I  yyy'yy/  .y/yyy.y,     y  yy-yy ,         //  /yyyy/ , 
'y        y  y//yyy    yyyyy  yyy.y.y  . 


//yy  yyy/yyy 


^^y£iyHyy'//'^e''>:y^</"^"'    1/^yy/yyy  .      -/O yyy/yy//.y   yy/yy/ /"/  r/y/yZ/yy.'^  /y 


/'  yyy/y. j/y  .         /}  y. 


7'7 

yy/y  ^. 


//yy/y. 


/  ^    ,  '^  yy  y  , 

r/?f    </'/////'/r'</  /^'////         /r/'f?     /"//yf/  /'/^/^r- 


yy 


(        ■  ■  y     , 

//■yy  yyy/    y/   //yy:^ 


'/ 


\yy ,  //  yyyyy^ 


yyyyy/yyy//yy 

/y.y    y/yy/A /yy 


5cvi'nlh  l'>(liti()n.M.iiin's  Sailiii<i  Dirocfrons. 


Qi^/^^f^■^/■^I^/  ^y^^l^S^>^  cl^'^'^^^^^    fe^v^/>^  J>?  ./X  ^^?:^^'' 


Date 


// 


>'u<ML 


KlHIU. 


/J 


Xona 


LvrrrcDE. 


I       ,>• 


lOKCiTirnK. 


I 

1» 

12 

3 

n 

« 

12 
» 

9 

12 

3 

n 
4 

9 

12 

» 
4 

•I 
JHooiiil2 


3^J6'  o 


Jff"S'  0 


/-/ 


XllOll. 


IXuuil. 


Anuil 
ML 


3 
& 
4 
9 
12 
3 
& 
4 

9 

12 

:v 
8 
1 
ii 

VI 
3 
fl 
4 

9 

12 


4FJL 


Direction 


Bar. 


66-^0    0 


6'S~3f'  O 


j".T»r<i' 


.-i^?/" 

A:^!/ 


Stmtiff 
it'ps 


E.6y.\MJe 


Kdif 


Z9 


SO 


iVJl 


Si.if.Vfiifih.S'' 


BAKOMBTKK 


THKRMT. 


Hfialil 


Allci 


A'?h 


•"'/on 


■I'll 


•^^df 


J.9\ 


Jjf 


Air  U'liter 


■iff 


(if  Oim-A"-K. 


>  ;. 
Off 

iJI 

on 

6ti 

IV 

// 


619 


\66 


66 


roBJf 

.VM>  DIRKI'TIIIN 

ot  oi.ouns. 


•PKOP 

OF 

SKi' 


Miyr 

Fin/itiln 


Zurir.i/m/ff  hWfi'r 


Cit'.tii  t/7l  fortfijt 
Ct{nuX(iim  Stir/>'  fhi' 

'iint/.y  fine 


33ffML 


Miio/, 


lOfh- 


iia/fr/ri. 


ecco^i-ffir^  i/etr 


Hiiins 
or 

Fllti  A, 
B.VIS  B 
SMftV  C 

H.UI,  n 


.■\ut;>cric 

V,UVIATI(IN 
OBStaVVEl). 


WI^DS. 


Dirc'clioa. 


.five. 


Ihilir/UIl 


/■:t/xirl  JmltJl 


Mtfr/fc  paH  Sot/fA 


LaHei'/iart  M'S- 


IS.USSJI. 


Hvmi^LUto 


Rat.-. 


Ii<ii//i 


l>//?,/ 


In//,/ 


■/  t'uJm 


F 


M 


A 
i-Z 


f4t^e^*lcy-/^.  \^£Jtfmi''fy^^'^ 


fhitii  S£. 
J.V:jr  0 

■tPM 

ojjf. 


J'/-/-/m- 


■i9-i/'  O 


/tnt:Jif/ti 


.iS'34'  0 


?/ 


^:-4/jr 


4'j 

Jf>  JO 


JO 
30 


4j 


6S 
/O 


04 


6,f 
70 


SJ 


6W 
AS 


f^.  //  /Jit  i.iJi  /frrrnAwr 
f'/i-rtM-  r/t'f/  fh  /"  .nt.'n>/'if4       r 


atrnJiVMr^J-H-^ 


Ofii-  .<//■/,.  S1K 
6'4  Is),/,  lultfl 

OS 


E^L'SHJEfyfr. 


^^ 


j:s/;'-fJ  k- 


7 


^Mriifiiiit  r/r.«/,ii,re     *  I7if  /,ni/,„/'nyi/,riiii(ilcr  siir/it.r  >.i///frr/  Miiir^fie  IiFfJ .17:.Foi-rf  j,iini/i. 
77ie  r/viiJs  co/uf  /i„m  .S£. i/ii;c/iiiii,  //////V i.v iiiaiii /  ^1.7/^ 


\\f:tt/;:/i>£iy,*: 

t')i'/'.Hf/i,i,intlSSJ-: 
ff/rni'st  calm  ■ 


3USi;  hit'. 


hSSKL-E. 


■f 


\ 


/^y/y 


AK 


jf^. 


'  77„>7Mi'/itm-J\rVa/irt    j 
O/rfrr/fofiJ ^! | 


~ 


RFJIARKS. 


(  ■'SATrf,A.:i/r 

\  OJinfirrty  nrrmr^ft 
y/O^Vitf  ft  f//niff^f6f  aeeti 


>/,■ 


'.yy-y'^.  yy'     '       f^   ^.    yy  .,.  'y-        --^  V  /'.  ./ 


,yx^jl  .€i^_ 


/yiiV     ^yf 


yy^y^)//: y  ,  /y'/yyf  ■ ')  y^t'  ^'.  y'yeyy/y_/ifi9/c'yyyy'i^eJ     yry/yy  «^^  yafyy 
//'tv/yig.''.   y/y/^/i.^  /yt   /Yu''^yiyffg'yy*^~'y/fe'^yif//yr-/ yyfy^:Uy^yAyr■     y-^y * f't^y^y 


. ,^        . -. .^-^..  .^^..-  ^y^^/y</yyr■^^::^^yAyr-     y<y/f'yyiy^-tf^yKy    ^yyy'fr4'yy/f'yi''yy/yy, 

//  yy  yy/ yy  yy-f-V/     yfy-yy/y    y/ryy-.   /yytyyy^<y/'yyyyC/'/y'r,yyy/y*y<-yy,     /y.y^f^Ay.yy-yyyy.y 
,  yec<y-yyzt>  ytc  , y-yrf-y.^/  y f y e yt^C~yy''<' ^«/<",>7^/'««r-  /^.  yy._  /.  ^j/t.  /.   yy/y'/yryfe^-.^y/yityyiy/yr-     /'/fy-yyryyytiy 
e>efi.i^yK^Ajh^Tyyyyy^.r^     A^-^y^^i^V«<^.jJtev»»K.<;>/<'>i'iP<»<«(^^W/^/«wr^ 

yy-yiyif-i  ayyfyyyfr'yyf,'yyj.yeY^yyyy-.^yyy-yf<^yJ^^:i^  '^y^^yyyy^jy/y'-yy'^:r^y/f^-yy><yAyr- 

,^  /y>yy> /yyy/yy^iy  yrv ,J/yyy^y-y'y.  y^i/^  Ay.'fy^'yy/-^  yY-Z/yy^  ZZ/y  yyyyy/yyy I y^y/yy'  yy'  y/y'.jyyyyyy.yyyyyyy. 
■  cy^yY/  Ayy  f  (/  /eyy/^^    y'/'/Myyfyyy  ^^s?-  ?5v<r   ay-'-ei^i^^t^yyyy  yf-.  yAy/^yyy/yiytyyyi  yyyrUyyyyW    yyyy 

'^     yy  ^''^y^"         ■  y^"        '  -        '  ■       -v"^  y' y^       yy'''    y 

yyfytvyi^yyy'^u^eyA'yy^y-yyyy^yyty^^^  yt-f^yyy-^-^-te^-^fi^^^^^yft^y^ .  yy^yyA  A^y^  ^  y/iy  yt-yyi/zy^y  ^yyyyyy 
y/^y^t:   yyt-e-cyyyy/y'/yy .  y/yyyy  c'yy yy yyZy yfyiy  yy  'f'yyyy^y^y'yyyyyy y^yy^y^  •yZy^yy-'-'y^  yfyyy'' 

y^if/^ij^/y /•«'?'/ .'a/t:«^    /y  Yyyy/-'  Yy^  yyyy  ■^/y^.ty-y/^yyyyiy.  yy/  yy/yyyA/<.-/y,  yyyyyyyy^yyyy  ^^ 
yiryH-y/^yy  .jfy-e^yZ'^f^  ^yfyy  '/fyyyi^  yf/yyyy'y/.y  yyyyy/yAy^yy/.      '^  .yytf  .^A^-ytf^y,  yr  yy-y^^yg 
//<yyyfy''.yyy.  '  yyAyyA'    yy  yyyy/yfyy^  yyAy-yyA-   --yyf.j ^y^yy^yy/y  y^ tyyyy^  yy  r/y'y/.jy  yy^yyyy^^. 
('.^/.^^iyyy.'yyyyyy-/-     /.  "V!/.  -y/yy  /yy-yy^/yy/  yfyyyyy/yy^  yy/fiy//yyy  .jy/y-y/y  ^yyy^yy  ^,.te'yyyy-yy\ 
.tyyfi  wyyyy,  ^yyyyi yye-y  'yyy  eyyyyi  ^yy/yYc    yyy  y/ryf   ^y^^r-^-yAy- >y<    'xt?/^ -<'«<««■*«?;  -a«^«5f/feit-.  «^^j^& 
y^^yyy^,.yyyy..     /i^^^, /'^..Vf ''>.- -     />:7y/y.y.yy''y  Yy^y  K.y  .^y'^^yf^/^yyty^yr^  6:?  yy^yi^y, 
y/y//yyifyyy   -^r^ryy:  \ '  - 


•^y.    yr^-^fyA/y  ■ 


y.)yy.yiy'i^iy/y.y/y/ye-iy/,y/   /yAf/ylJ^yy   yyyeyy>  yy  <y    y^yy.*/ y/yy^y^ 
.^yyCy^-y:^-^Ay^iyyyyy^  yy^y.    / y<^-e^:"y\y' /y/ryyy^yy  zf-'^'yy'^yyyy^^y^^yy'^'y'"'^  - 

,(W.«ft<s^«<v«^«^(feklV^4>'..«j>^^^  yy't'yyy.t^^'yyiy'yyy/yryy  -'yyyy/.yy^yyyf'.y.  r'yyet^i.  r'yvy^^eyyyyy 

.  yy<y,  ffyy^^  yyyy  yyyy  yy  yyyy  yyy.  YY/y  .yyyyyyyyyy  /^yy   'yy^ry  ;rf/yy  t'yy.yyy/  y/yyyy^yf  y/y.y.  ■  ^/ yyy/yYy 
,//y'ryyy>y/yy^yy<:y'yy,^y  ^^y^yyyy  yy  '■y''-yy.y-^yy''yyyyy^^yy  yyy-  ^^y  fyyyyfy .  //■  '^  V-    ■''    y 

/^yy^yfy'yyy^yi^'^yy/ yyyyyy    yy,yyyy    z^/'^' /i^/v^k>'^ -    V<>^^?*: ~4^~»«^^^«?^ 


^^.^y,:^:^^^g^^. 


Xcii 


Xoou 


<) 

iNc)0Ji|I2 

5 

8 

J 

'I 
L2 

3 


I-   /// 


8 

0 

8 


-a^^-'/v^e--  »       ,    ^f^^Mc^i^st^.i^C't-i^M'V^t^t^t^ « 


—^  ^'-Cart^'^ct^x^. 


...  ...    ^o  _.     __  '        -^ 


43^/'0 


J5£V;Q_  llnpercfplb'^  30  :$. 


SJOAJ/: 


■^V/^f'O 


y.'.tr. 
8  i ;/'.//. 
t  j/w/'.;/. 

3 

•  \, ..'//'  8   .//■ .'), (^ 


^t^AT^tJ     . 


/J  ^c'*  ''t^f-€-^''^^*'^  r' 


v^^/  . 


\3a  ^L 

too 


ti-f^-Z/fQ    Ihipei-cept'f 


/)ri\zl,- 


^■/  -^^  vj^ 


3V 


/./    ,  ■ 


7/ 

7/ 


#(«' 


6-^ 


6V 


z;'^- 


^;.9|ir 


C'lr.  yat-ietlAi- 


'f-'c^^e, 


Ovei-ra.yt 
TtOH'i-fStn  t//'  Cu/n 
fiviii-  i,'.X£'J. 
6/  ^V:IjIiii.sI,  ;fr,,/, 


'dm  .Jiiti'al  ill/,  rtiify 
f'lirii./rriti  A'f/.  Y- 


ry  fA 


B 

•St'ine 


lilts  iMin^jr  EXE 

to  i-sr:ic 


eyr</ .. 


t.tMtti 
i.lOAM 


Cai'^i  />/in-.\- 


ta-fU/ii'/'S. 


'^/. 


' y^  o.  Z'  ■  ■■ 


XXh'JoSfULE. 

tht'  t)'i1'7rii/n.t 


h'SI-UI..:.,  ,.;„///< 
MJfolilritiH/i 


I.. 

RtoNT'J/'I^K 
.LiVJu'siVfll 


j-:to 

KX/. 


I    t 


yj-^/-^ 


riurin  ifxc  .VHihr.'    \ 
fhrrerf/'otis  ) 


REMARKS . 


^'-J'HOI'SKVff.Kin 
\  Ohhtilrtri'y^fvrj.if 


/Ay^teAeAfi' /i'-yA'-''^  y.y^-   ''/ f/^y,      A  Ayr-     ^/y/A    ,/'//A    yfyy/A      ^^^//%>/^y.f,^.^-/i^<feV«;^ 
^yg^^-g         Ae^^i^e    '     /YylJ  A'.'Z-^yy/'''r yyyy      /,jA9 yyt.<^^  '.  ' 

^/'t^'-yf  y/yff'.f.y    yj/  ,y/y  yy  yy.j  yyy    yy-yyei^tf-A^Aa^yC    .yyyy 'yyyy     fy^c^i^.^r-y^.    ,  yf  t^yyy-yy-^^yyy 


///,    yyy    y 


^'^    /•  ^'Z^-    /^^, 


y/ 


/7.  ■  'y'A'- .yyyyA/'    r^yy/^y^y  yy  y  rA^Ai  yy/y  ^    /Ay     &'^   /.<^     Ay,yA/A,y  .^-^Ai- yyA.j  _.yr/'y  yyA.A  i^y^yy 
//y/t/A/    ,/f///f'/fyA /yi   yyeiiyy^i^.,A//,SJC.cAi^/'S./i4y^iQ^ttAttti'^/'iyyy/yj    yyyyyyryy^y^y^    '^tfA^f^-y 
yy     |/t'^-r■tyy^l^aA.  yltAi'-^y-j-^g'AfA    yyy/    yf>//fytdy^,-:;Aty^t^yyi''^-A'   yyyy^yi) yri./y yyy     SC-^^A -f-yi^^ya 
yy/.  yy^A/.   yfyyy/y/.y  ty 'Y/i. //yr    A/y/(  ^yye,    /J'^t^'^./^^/f  yyyA  yyy     rr  ^t'it^A  .AyAe-     Ay^  AryAy/ y  y.y. 
■'/A/  /y    M'    V/    Ayf     Ay^^c^Ayy    ■jre'f^/y'Ai^'J'^<'y^y-<;icry^yyA.yyyAAyyA^-f^.Aey^/<9^ty>^>y:>fryryyA 
'yy       yy- y/yy  yy  .  -.All/ ^^yyyy~t/    // A/iC^  :Sye^,>.<^e:^-i.A&'yrA,^yA.ye-i.AtirA:    ^'^t7^t^yAy.J  yyy^f^y»-y^7if-y 
'  yy^A' '''/  yy/''^  -y^/Ai,:  yy-yy,y/y/yyyyyy(eej  yyy  )A  yyyyyyyAc-A^    (3<  ,  AAy    ^A"*  ^A'Ayyyr  AAy^y    yyyuyr^/  * 
fyyr.rryyyyy'yyyyyy^    yf     Ayc-yyi-f' /r ^^y/  AAyj^'dyeyye'-Oi^t     *■(-</ /A.     /A €>    ^^cy^in-yy  A/yyAA^V'-.iyyiyyy . 
^ fA   y/f.e^^'^nyy/    yyA/tyyz-l>^-^eA'.-*i'(^   jAtrA/^^.  jm^^y^^e^^^^'^i./y-^/.^Aryj^jer'/'-yy 
"     // yy y .1  yy yy    '  y'y//y'^,y    yyy      .yy''- yy yyy/  ^yyyy y yy    yy/ y'/yyyy y    yyyyyA^yy^ty   yAfyyy^ryyyy'. 
yy<,,yy,:y     fy      //y  ,■   .     //y/yy.yyyy     .yyS/yyyf  A  yy-yy//yyyyfy'yy  y    yyyyyA r-iyy  yy  yyyAy'yyy^.A^ 
"       '        ",      ''       r/ry-A    yyyAA'''''"^^^''^A<sA,<iyy<A/«>-.yrAe>^fyy'^'Ay'yyyAy^  yAyyyyy    /Ay 
yy      ,,-/y.fyA^    ^/<^^,'/'    «^fe  t9'5^J/5i-^.' ^i<^  AA 

y,  yAy.y.  .''''// y    Z'yyyyyAy^^yy'ye'yrA'i'-f-'/yyAAyr-/,fy'yyyyyf-^yy'-^yy  Ayiyyryy^^Ay>^^.i,-Ci>rAy-yyyy     /y 
/Ay    ,yyryy:y     )yyy/^.    /  yA'^    ^■ycryyyyc^y.r/y'yit.irA.-^rA'yye^^Au   A"^ '  y/yy  AAy 


yy     y.t'yyyyyyyyyyy* 
/  y       .■'y  y  yyy  y/yy  AA   y/y.e', 
f/ryyr/     yy/yy/    . 
~    y/'y/y y.-y     " 
yyyy/yf'-y    yy/     /- 
'  «r  y 


i^:e>^e/y/.^At 


J' 


/'A  ^yytyy,  yyy/A   yyy  yA yyy/yyyy.y     ''A /'   yy'yy/yyyfeyyyyyy.-("//y'yAyyyyA/y/Ayy'-     f'       yAA 
■lyyeyAy     y-/    ■/ y'jA ,      /  r^  '   'yyyyyA     yy/-' /yyy^A,/ .    yir/yyyy.yyyAy',,/rfyyyy^yy-ty,j     Ay^y-fAA-y 
■^A>y  yy//,y       yy   .yy-yy  y/\yA4  yAy    yAyyy  AAr'c%Ay;y  y.^  eUytAyer-yyyA/y/    yyy    /A^.    yyy  y/A  /   Ayyyy 
Wyy-y///  /  .yyy'r///yyyyy  y^C  AA  U'/^'^VMry^yA  y/A//^/^  ^y<-yyyyyyyy  .     yy  y^yyAAy  y  , 

■  y,   f/r\-yy.t.     Yy.yyf^y    ,   J^,^  i^-    ^/  yjy'yryf^y:^-'  ^/^  ^fy^A/y\j  .    y  yyyje'a-yyyieA'  A^    /Aye! 'y^  /'•     yy^ 

■  / 1/'  /"  yy     r'     /y///r'      'fr///       yy.yyy  yy  /    y/y  I  y:i^^y-e?^tty  - 


/.A  .  ^/.yyy  yy/y     yy/yyy/, 


y  .    /•   (■■ .  „/    /.-r.'  //  (( 


y/y 


yyy.y:yy.y     yyy.yyyjy;.Ayv//p^6^\'Afh'rA^'/^     9/^'^//,' .'A^ A  ' 
/'((.yyyyry/      /■  ^yy  ^  y  /y-  /Ayy    yy  y- f /A     y^yy.y  ■ '■yyy  y-    /::^.yyAy.  fyyyyy y    "A' 
A,yyiece,y A'^' ^^  A fyy /y    /Ay^'yityyyt^yA  Aye<y*^t^/.^/(A.Ai*<^^--^Aeyy'Ayyiy    Ac 
rr    AAyf^y-A^^^A^if^'Y^^yryre.  ■^^e>^^r-''A^'(f^^^MyAy^ylfryx.y',:y^Ay^'yUyr/^^^ 


yy/  ///?■    yyyyt'    y/    t. 

yyyyifyzy-y/::'*y^yAAU^>t    .   ^.^^^~-^-~,:.^y  .,r,t^,v-   r  cr  ,  c^  .  - -i,  ^  >  r'  ^ 

iA//A.  .y/_  (A r    / ^lV,t '-  ^m/^ ^Atf^yyyyy /i f/yA'  Ay'yyy.y  /A yA/ry^ '^i' '"^' ^^  ■  ^f^^^^-yt/  f-^V^ 
>^>;^?i??v^-,^.^<',</->?te'/^-  ^  A'l^A-'t^'^AjAy'/AA^yyi  yty  ^yy^.A//  //■.^/'.■y^y^Ayi^/eyy/y-A/y  .y/yy  yyyy 

■  /etriiA  4/:^  y/ee^A^*i^'eyyA ^  •'■yfyA^,  ^yy^^y'''eeye^fyA:^e'eYA^  ^A^xi'^Kyi'^f^y^     .y-ye    tA.  *Af-   '  yA-y/y 

/.     .yy  (yyy  ^  .'        yy        '-  y^  <  yy  y  y.  yf,     y^i  .    .  y 

yyryyeiyrf*     yyyyy' 


^y/ 

y  y  y'  yyyy 


^/  r/y  >y  /.y   yyAy^yy/  ■    Z'  yyy  y,yt^ 


tfyy^yr^Cy-yy      .y-yt     t^ .  -Tf .      yyy  yyy 
^yA/A'/^-  ^y:y/yyyyyy   OOyyyyA- 


'fimstimiUfhjiiwwr  mie  ".  l/ijxtiinllr 


Or^/^r      /^//'^^/^^/^^7^>^^/i,^^lA^tr-^:  /'^J  '^. 


\ 


\ 


na■m.mlls6^  Mir*   \  {'"/frOPSKlTlKi/;' 


j^''^>A^ff/je/r^'^r/^/:^f\^.M  .^f  A/^f^'<,,y  ,yfry,» , 

f^ij  f'/'/i'f"yf^y'^i^yiY^Ag-^t!tf'ytfA^lcgr-}t!^(^A/y):A^^''   /ft4!-eA->a/^-eA ■        'L^A/it^     C  r^errt-    ■At;<-^ /y/ip-^^rAe^tyy/ 


i       ■ 

ey^:yAe-   ■■^/fTtY/^i^  /An? .    yft-ff  > yyy      rrAy*  r-re  >tr<A  Aryftf  ' At^-/e^-^/    *f'<^/'»>f.-^  fyy/yj/r'  , 

,fAia/(fAy_  <'/gcc'tcyi/f^,^^fA:,e^-■-^A(•f■f^^t.^/A-■'■f<te^J^.e^il^^  /y'Af-e:A    -fr'/-^^    L-?yg<r^  y^z-^^^^/rv//^^' 

/ff^y^  /Ai'-:y^£^^tlAffr'A<fr  -fy^rtf'  ,.  ey:■AffAA«f>!^■'■y^.m<:^^'■y■^:./e^■/^/r^A■e■  /'/iy ^/^ar^^y  ^y/-/^ , 
//'//reA  ./^//A-<A'<^'-     rf  :fA^i^fAAe-:.f)H;A'^''A'yi^*t^'V-fA^^   Aff^^;:^^^.      A-^  '"Ar.  ^  :'AA .^Jwry   .^  ■/%y^.,'^r>- 


■   '.c  '  tc  (A-cfAAA'^^A^Af^y  ?^<?  //•'«r,5'/^irrt,i!^<o^«'t- /  »^/fy<v^ 

.^^^ifA^fA.  c^^.^i'',AAf/'^J(f«'f^c^^^Jr,  Y^«c>«>j?^^  ,jV<^^r_^^J//fc'y»^^«5   .^ f^€A&^. 

.-.',>'.■      ^  r/j//,  i  f,cf~>^y/ciy//  yy,t/^f-fc;Ay.^"-Jfi^t^.AA/cc'fyi(A^   ^.  ^t/ --^^  K       /V<:vft  S  <<^'  r,'^..' A 
^^^'''MA(y//4ju^f^/^i^t^'-'iAc^^ 

Ji;(',*.:AJ.t'^^<^A%,  A<^i''?yA^AAA^^rA'c^-,/-f^lX:ayCVyf^<^.»^*t>: 


't^ 


L 


ITif  iiUulitidi'x per  siqUs (inil  ni  meriili/m  ure  nal  In  it,  Je/ieruleJ,  on : 


Hate 

a: 

-■""I"      " 

jifcari    XATJTCIIE 

! 

i 

lOJfUHCnK 

(TlillK.VTS 

i:.iiio.>n:i'iii> 

THiiiiirii 

.A.vii  nnw;(Tlii.\ 
Of  rr.orn.s. 

(IK 

lSKT 

I'lEAli 

HHI'llS 
III- 

l(iri  A 
UAIN  II 

sxuu'  r 
MIL  II 

V'AnMTKlN 
"i'.St:iHKI) 

IVI.Ml.s.                     ! 

Directioi 

n.iif 

Hfijlit 

'  jlir 

K.lf. 

Itjre  clifni. 

Bi.(e 

24 

tl 

-|/*j/; 

It"" 

1 

Fidftny 

an 

6-I 

o.t 

6\i 

O.I 
OIL 

Sff 

.7  7 

•j  T 

Oiniffvi/l  VSI'J.  or 
£7i//ifnim 
Simulh  /»  y'f,-  K'' 

naiy 

fiivitUtfhff  I'tim  ,  Str. 
Ojih  S/i:  ^ifvitttu/  in. 

dun  ItiX'^AariUffi// 
f/Dlilfti  yellow 
Vmi  /iim  Hviii  ES/iJ 

3 

iW/rtlift. 

A 
altiiM 

.'A 

9. 
// 

: 

J 

\               9 

1'' 

M:s.MJot:xi-j 

■'" 

Kboa 
^'^ou 

lioon. 

M.Tteii  uia  turner  e/'jattnt/trOus&n 

Aji//Jii 

M 

e.iiiuvi,/ /J  k- 
i':.sj'j 

-/ 

1 

6.1 

9 

^OSo 

J.. 

i:s.i; 

IrffA/l 

.'iOintn  I'M                          .^iral/ysirtm^'-'  yyrt/t  iy}ule  iintl  a 
'•         jU  Mack.      yfy  MulUts/t  lratu:pa/v/i r 

J^SJ'j'.loh'n.it. 

4  J'M^C'  ^-^^ uiunenJr  qiMtititrrg 

J 
90  *'*! 

^ 

ff/ 
Off 

6-0 

& 
6 

8 
4 

9 

12 

4 
8 

9 

12 

3 
8 
4 

9 

12 

3 
8 

4 

9 

12 

3 

8 

4 

6 

12 

s 
I 

0 

2 
3- 

1                                                  ;?^        0^^     "'       fffpld 

JM.           j 

fnfjffftn 

KbyW. 

91 

33 

t  cloiul 

.11 

A'lt.ii  III  J-:,  s'jij 

9 

>^,<' 

via/; 

iC  SA'.l/i  A'  ( aruf  Me ■ 

ly^i/tvew 

A'SJi:.toSJ'JAjyfJ 

.3 

M 

a:xi<7. 

J 

■ts-c'O 

J6-oS'C) 

Iroftt  ff/i 
7IOAM 

I. 

/ilM-Mo  A/aol 

J'x 

/>"rt.v/  f,ilM>i.'A'. 

J':? 

mi 

' 

A 
hllle 

till  lie 

l'. 
EA.toJ'MnS- 

^.^ 

.ai. 

B 

luilillO 

V 

ii'A'le//<7fi.tt 
SCF.'S.E. 

.2.'z 
2 

C 

KSfJloS/'J. 
&C  calm 

2 

. 

Vaon  ,S\yj'J. 

?  'x 

■€..,  '.^'^^  -^^'  /  -  ^ 


h'//'        /y<;'A   ?^^=_>V>'<v/^^'<A  /^f^-J^. 


nr,„,„s,.VI'a/„>       I  -  ■^^■^■■"      {"IWV.SKY  (Lf.Mi 

■■         ■  i  IJK.MAKKS.  tf/;n//A/r  »,v/vr«/ 

'  \IO.\ala  i^'/iii/lolie  »,rn 


CmiYcttons 


y/£/'<"t^tf■<fa^^^    /'Ar.j  x^/< --x^/x/y^  «5iaalgiil5  r-'<'<'^^  i  «'i«'i'^/^/^/v'^/v^A /^  /(^v/^   /W/tif 


y'y/r 


■'fy     'J,    c»i 


>/  /rr)y,-  ytrtiA^ aCu^^a :UaA€-: U'/ia^y'ftfn>rt/  ,aAtvt</.iy-/-'r^t.-i^Ayti'^/tiMt^*f,  /■/J.jrr^,rff/A_  ■rftt'^^tt  trifr^j^ur^friAtr.- 
y /Ar  Af^r  r^yy^  fy  ////'  //'^f/f't  ..'^ttj  r///ry//rr/'i^>fra.fvyAy'>'iMrA:    y'f  f/'f''f/fff/f'</,fr4j  ty   yyfyr-jry/f'ijyt'fr/f/f/fAfyfrf'Yr^tryff'txj. 

C^ic^yelr/exi^  Ce^.yyefCea.,yv.<ay/{y'y^  fj/»  ■,J'.f-^  ^'-  f  '     '^,     I  f>n^,M6lti,^e^' f  f/y^""/'   y^'-'^.'^y  r/r    /ff^/y  yf^<•/•    .     fWyAr->. 

>c'eApnfi-^yua[/tenierZ..^:^^yfA^e-^' 
.  /.^^,«rfJi  '^:':y»t'€:>er/i^/^^,fyy)j^t4VTy^<uUtiy,_/f  yr^  \^  e^y-Ztt:^  ^■ift^€f)vtaA^^/t^a;<»n<r/f\  y^f  ///A/iit-'^^^:  ■w«ye  t^-  /y/ r-f  y/' 

r.i//rf/tfyr'y/y   #'  ce'^/y^ytf-yfyya  .,'>t,'yyr--t/'  jytyyir.y  yt^t-yeyyfyt  -^^  e-^tr-t  AytlAf.^y/tyy^<(ecA. 
g^^^  ./C<-yy^.yf./cf>iy-.,/rf/y    //ryy/-j//yf  >eyyy  tf'/ify-r^,yfy^<riftf'-ti>yfyi*-a'tvy^i^//ya 
^^.^ff^^tyr-i^^^yityyiP^?-  yy.  lyyiyei    rti'nyyf-t-yer'fy  yAy-  •jAy""'-'  ^  yytyfyry-^^y  ■^IUg^'j^e^-M€,yn-<4^y.''^-aytey^.^yy 

yt!ne^ye^y»t.tftte"ie/t^fi4.-a'ty'yyy   i'c'/f^/'v/^.  ,j;(/i*vy  tfAyrA ' t^-^y'ffJf'yr'    <"'•    yyyy      yAiT   y^ytt!;' /f/yyffyyyyy/r,// >■' ' -^ 

iYftfytyfy4f,/^.i>y^yi^*riyT:^y-tfftyf  ytr  yy/yyift  :  r^  <«yi'//"»»'/*'y-.' 

^^.ty^^^^>f^*-yr,Aiiyy>yyfyy'''y'-'"yy"y'y'y'""^f  yAy-'  <yAy'>yyr-f'yt.ifJ^tA,i^;t^y^4«^.yAay--AAfS3t^j^*^/^^f'ff/)LYtf'yYyy 

tryt.^Hay'frrytfyeey^l-a^'Aeey^y   (ff    fyyyyffy<yyff'yy    ^^^•-y-^^.^^^^^^gjj^i^jE^  n£iy-'yAf ,  yyeyyt^r   y^yAi/   yryi^ .  Ar-rr'/ 
ft  ytf.e-yyyA,/Ayt.y:  ^^^^';;;&£5S^~~  ^^-~,^  .yi'j.Mvn.yA'f-y  yyAyftytOffi^.y*t  -tt^y'yyi • 

/■^■ry^f».t,it-yyr-t{'  >^i-^*^'^'^  //y>/''>'i/ -K^x/ X"  /v-    yyif.y>e-iT<fyy/    <y  yAt^o/yyyy^- 

\^^  ^  /r'i'  y'  ?i'yy/yyyyy  r-^y    /»<'y/f-yt  y*'<J^  . 

■r-y^'<f>  /tyyty.y  f/'etyyy.>y  .4^7-  ,^fy yi    .it-y  tA    rf yy^^^ff'^e^Je yf  f yy" yy ^    yr  y^yjrryy/ ..^ytyte-€    Afe*y    >y  ' A 

^  y^yyyy/.  v.-^V-jc/  Jf/^/^yiy  ^,y.KAf'/^-,yy  dy^^/^.    /^.  f|'  //^Mry,y'y^.'/X/y    /^   y/.'.' .9Jfy,yA  "':.  ,/•.//-     - 

^:,f.yyi^it/'r  ^yy-y^yy/^  ^yyy/S y/y  A!^-  ^^/f    yy-'^Ci  rz     /eyA^^y^^^^^yi^Jn     JAMIT'''. 
,-/y         yA'      ry:)ry?^>^  Ay      .  y-'O  v^         ' 

yi  r^rr.y.yf    ,:y- A  r:     —''  r  .j/rt  ,y  r- ,■      O-y  yt'y 


'^y-^y . 


Satt 


2.? 
Xooji 


Noon 


Xooii 


Noon 
30 


..NVion 


i 

9 
ittaU 

a 

8 

i 

9 

12 

3 

8 

i 

U 

12 

3 

8 

'.) 
12 

8 


Noon 


Noon 


XiliMl 


I,ATlTra& 


/".//. 


A.M 


lONonXDE 


l>ii'ecUon 


CUHBESTS 


Rale 


BARO)l£TUl 


•MEllMR 


Htlling 


Ail  »atr 


tf/ 


J» 


FOIIM 
ASU  OUlElTKI.N 
OF  CLOUDS 


Stnyc/y^-  /tur/JvM 


lllkayy 

Ul  .^/ll'ltflA' 

niiubm/iiMy/ivui  .'is'M'       liviit  Sb/J/Ji  If. 


yh'.iii'ri'fd  //»/«/.'« 


mil  Its 

FOd-iU,- 
KAI.V  r1 

UAII.  Ill 


SUl".XF.TU' 
V.MlLVfllW 
IIIISERVED 


r    MXK. 


fivmutt(icatiowf^ivcii'hylIinm-iiii/orcraballvrwi-lashci.;lhe  etirniit  I'lt  Aiiiiim-  MUr  tf' 
SXH'^  j:han'  fhyui'iitly  seen  'JiU  tried- on  a  voyaffe  ft)  Jiuiia.biU  iLCi-er  had  iiitun  /irtt/i 


'N-\l/Q 


if '.of)      Q 


RM.  niuiah  fffecii 


A.JI 


Ooctui  blue 
f/'3S      Q 


MM.     Av; 

A.M.      AV 


■s.irit: 


y.E.7  Ami 


Bliiifi  ffi^en 
Light  bUiiM-i/rfen- 


IS 


PoMed  ^rteu  lUii'ivitt  ri/uf  lAcse  2f  iiouiv. 


JT'  t3 


KoiUrly 


Cr'foiirof'yf.a  Ityht 
P.Jlt/nv/i.  Oveati  siiuvl/i 


A.M.    M 


AM. 


ttitikf>liiA 


33'  3^Wt 


IS 


30 


soyu 


«J2 


6A 


64- 

6S 
64- 


m 


so 


■  ■  r-      r 

lu  ilgcoavctiuiSii.-lnsame  un'iuiin. 
IlAiuk  ilmay  be  rti/ieiiUeit  Biicn 


61 


do 


Oun  goiii^  to  ME. 


Cam  foiitgtoXXn. 


CiiiH  bcanlifiUi  ivflectwii. 


Hike/ .t.'.ii  i/r/Ae  ieift 


IS.  liglilshvM  cr 


&3 

ffSt 
61 


off 


S,9 


Cum  clcyfaiit. 


Oim  Civiiv  S. 
byE. 


B  Om  shoirer 


Atassofcum  lUx^ 

rofrfyvm.ss.w.vssk. 


Ditto  ^    Aittjtitiff 

at  inUrrjtls/lTvm  SS.K.  i/ 


B.L.S. 


.  U.  Seiilierly 


h.  s.H:to  v:s.w. 

(Uli/l.   eaint  ■ 


M.S.H:hyS. 


Cil'octioii. 


I 


i:'.fxn:ti>s.u:b\s. 


l.SII.'byStvS.W 


s.H:ivs:s.H: 


Katr. 


.JTO 


o 
.•i 
f 


F.  S.S.HUaS. 


J/.  Soutiv 


L.  Soulhy  S.bvK. 


KS.byE. 


M.  S.by  K. 
toS..f.H 


L.SS.lCio  S.by 


.AT  A!  by  y  .\itrtnff 


'Hbi/i/  ux//  is/mlifablf . 


j^:>y^y^^ 


e>l<f^-^//  ^'-(T' , 


:/- 


Corrfctians 


T 


BEM.IBKS. 


I  'Vm.Sn CLEAR' 

j  0  EnUi\4\  nr.TcuM 
'lO i\'itl  a  riomi  fokf  letv  ■ 


rVr«  yg^-i^yyi^ 


YrtyH'r 


■'<^,«^i 


'/^  M'fyrfy.  ■  -^ >^tyy<Cff^:^^yi/'*-i  :^Arryy^  ry/r'yy.^^rr/^  r     th   f/'fffT  /<>^:.y^  iyy-f^ .^/y^.  //y .  ^Y 
^^^ittf'f/rytr'xfy.  .  y^'Ayy.^    /.    <r^.  yy<f.y^f''y ^r>yyy^^fr^f^/i    yye-z^ry.  '  (^ /'<;i^^  i<«r>«vc-;*^y^»«>^^ 


•^f'/t^'yAy.  ,  ^  &  A>&.^    /.    (f'.  y'/tr.J^i'/y  ^r'yyy^^fr'^y^  yyt-z^fT .  '  f  y  f'f^i-^^  f<r?ar4 


yij^yf»^-/«i»  ,J:^^i^'^C* 


f-eyo'^fryy 


^;,«!S!^v<!<»^<?^^^/'ir  <%i . 


'^^  ^€-^*ry^  Jtytye'<7^in:^/tyy^i^y/e^/^.e^^^yj^  »  ^y^yyt^;'? f^-r^y ft^'-e-^-ry ^j^^ ty •- ry    /Cr ^^f' 

^\         y^  C^     ^  Syf         ^  :y      /''^yf-  ^  .^    ^      ,y-         . 


^^^tS'J'yi 


^. 


r-^y  ru?^ 


<>trtyyy;^^f 


/'yy.eyy  'C^-.^^lryy. i^ f^fr^ yartytf^ -y^f^<'^yy^. 


<riia'^€f^.<t-e'^^iy-i>i^r^€fy^y''fe' ^y  yy y^^    yryr^i'yyy^f>^y.<-.    / <'  'y:yy<?^t<;    ^yrr^  f  yy/  //    /'/'■■K- 
»Yy^ryi»^*'r< 


^yy>fyyy.yyfrf^cy^<ryy-^i',*y,yi>.yfy>yyi./'yyry   ^c/'^yy^fe-/  .        7/':^,//ft,y.ie'ryyt:y/r-}fy/// 

^^^//y^t^/.e>y>yy^^y.'e>'^^  /^^risii«^«0-  <f^^<'y;'/s^/5r»'--/5'5^-  '  //y-u^yty^y^A'^/'yyiry^yyyi,^    ^r^^  / 
^  y  .  .y^r^y!>y.y      <-^^  y^     ^ 


<y^ 


t/ir^/^y!'yy/^  y^^^^^ 


'tfy^e^  t  yr<y  *  /V=  rr  f  ^y  ^  e  ^y  r  ^^ir^-- 


ey^^'-^^yy^  ye-:     //^^' 


y^* r^ym-^,  iy 

(fy,^/'.y_    .    '^'^'f0'y^y;^,^^'tl:^'<^^/.y/'r^yy<^eyciVy^yryL    .  ^  ^ 

y^ ^•^y^'^^e' ^■i^;^.^t;:yts*^y^^  r'-eff y^^^^-^y^^y^'f^ 'A^^<^»<^f-i-^€y <yt>/^ye<ty---f  /A     ^/ir^ 
y'.  ■^.  yr  ere^yf£t^/ 


ye.i<e^eft 


1-^  e-^'f^^y^yy^i'f'^^-^-t^-iSyt-ty:^ 


.yy^. 


r"ir'  y/  ^r  yy  r€.^ 


ryyyy  ciy -^f^^^:^/^ , 


f^  i-  y  '  t 


/Ky/^y. 


,€,'  -    //f^^yyyy 


yy7i,-<y  yy  /. 


':^^yy,'y^t't^y^:^yyyftgyt-■<yi'^f^'yyy^-y'/'y<''i^l^,^€'^7t^  if /if  -^^yyey^^y/^yf-^f^fy^ 


yy^ 


.^^.  ^. 


y .  (Pf^ytiyfryiy^yr/  ^y  rt^^  i^y^-i  e t.^*yr    '-<«V< 


■  t^^Y  ^■ 


-  y^  i^  * 


'fy/eyt.'i.  y^-^ 


<'  o^.'  ^^ 


M.UiNKTKI  AVINDvS 

V.UlUTOtX  '~ 


/ 
Noon 


Xoon 


Date 
VL 


Hunt 


Xooii 


3 
Noon 


J 

9 

12 

3 
8 
(> 
<) 
12 

l:* 

6 

9 

12 

3 

8 

i 

5 

12 

ti 
8 
4 
9 

12 
3 

G 
i 
U) 

6 

3 

8 

4. 

;) 

12 

3 

6 

I 

7 

12 

;! 

8 

9 

t  |Noou|  12 
3 

■J   i 


Soon 


T^ 


lATmiDE.  lAVOlTUDE. 

_x. Lji 


rM. 


AM      A\: 


AM 


Birec  lion.  Rale. 


a  li<f/Uffivcn 


S0°  t(jQjm/i. '  SO'SJ- ' 


CCBBENTS. 


^VM: 


liJf^lniost  eaJm 


Xoon 


Xoon 

5. 


Xotn 


XJf. 

drj/Q 
mi. 

EX. 


JKU. 

AM. 


i9'27<d 


BiltmiE'RR. 


TUKBMK 


Height 


rinT 
Mi 


JS 


Mr.  Watt: 


ST 


roRM 

,VN1)  UIRKCTION 
OE  OLOIIDS. 


I'KOI' 

OK 

SKY 

CLEAl! 


ftXntry  loolciiig 
ircathcr 


Cumfrvm  Sii:£uhit/h    - 


IWVRS 

OF 

FOO.V 

RAINH 

SiVOV'C 


OB.SEmTJI 


JS  siliU  /him  £.S.J7. 


Mcatyicr-pleasimlSS 


%Hing 


ri 


30  ■ 


JO! 


30 


agd^liC  tfOiuAcrly 


;iO  "lio 


Qitrent  ri/i/tlini/s 


IM. 


26'  /tQ 


RE. 


'i/'iOQ 


/fl 


EiLsi 


■{/ 


sop 


Cum.  slow  from 
Ahno.'iphi'rc  clttiniii/  / 


clcaiwtrcai-  Ip  H'est  •' 

larioti^.itiftf. 
..stalii'iiarv 


30",oo 


SO    «     li 
It 


wi/Zi  a  littfc  M'litJierii 


J3 

36 


S3 
SS 

Sf 

/o 


sr, 

lO'z 


S3 
St 

S2 

J2 


(tun  frcDi  S.&E. 


Cum  fh'in  it.hyK 
■SjivM  ffmii  J  'K. 


/•■ 


(iiHi.  badly  ffmdiialcd  0 


3 


Ill^Al  shi'HVf 


dun  /ivm    S.S.il: 


/ 
/ 


K^'iKlU'Sto  SS.E. 


.»/.<SlA'. 


DiivcUon. 


Rari 


mcivae 


l^'iKjcSE.hxi:. 


r.  AE.hvE. 


,\LKE'zFjcEiu!( 


LEnstyiirrinif 

lo  F,.s  i: 


3 
2 
3 


t'KSJ-:JiiariaMc    O 

3 


L.  S.  byS- 


EiS'.hyKto^.l>yK'zf:.    >' 


M      Jfp 


LS.byEitEtoS&E\    4- 
d— 


F  SS'.F,to,!<hyE. 


M.  ,9brE. 


L.^'ibvKtcSi'ulk- 

X-khyE 


^  Tlu- I!aniiultris,vu.i/iiiidid  iJt  ihi-  ii/ucl  hciiM  llie  di'oiv and  iiindoux-/ c/nii  Init  net  c.iposfd lo a  curn/i/. 


"^    ./  r    yy 


Ar///  '        lr/<'        r/ry/  /r    ^ry'r///f''r/,-'-/rF.:/y 


Thcr.innseJf'Fahr<^\  "  •  {"Pmr  SEY  ChUjUC 


(orrrctions  )  \10 Sola  iJniul  lobe  seen 


'.2!'Fahr>^\ 


IIEILVRKS.  \   OKutirely  nractisl 


^y^^rrr/     fyyf>f^//    >^yt^ .    ^-f^f-f  Hfjf^'     J^//"^C-    .^^ r.jyyyyyff     /--y-y yyyy'/r-iy 

^ii^.-Cy  yryy/fi    ^tY'C'^-f^-'  y'r':^^  yy ^$C'ei:^ajaayyi^^^/f^<'/f'ry  f/t^^eyref-'ryy^^^  yy    //^ry    yy yfy-yy  , 

^yjfyy/yyyyyyf^  ^'y^f^  <'e'yy>^€: t^^^'f  e lt^'^n^^  r!i^aAt^-^yzyi  r^^a^r ^/A-if^^^yf-ff:  -  f  y/f^i/yf^^^ y^'if^'Y  .y<r''^'y/r,f 

y^'^-^i^^yy,  f4//^yy-^y^i^a/y.e^<'i<r,^^y':  yty^Ay^^^^^^  >^^'!'  cA^^. 


J:^y^>,',/^y^yyy   yyC.      ^  /  >^.;  /^/r^^-^^..^,;^ ^^^^  yyy<yycyyyy^    « 

yyr-iyy/i'P  ft/  i/'yy/<y. .  ^tr^<'.z«?4e^<(?J-^^iL-':^V*'yVV'v>«('>'f?'(4Vv<'<^  ^(-yi^-er.yf^yyf^^rAy^n- 


r      ^c<-^j^t^a.^.yr^yyfy</r/J?^  //^  '  Oy  yyi<-r/<.-^^fyf' 

.^^.^<t'^^>y^-  -^y/t'^-  (f'^      ,;^-k«f    :  J»/^^^«->'«-^  ^yr-^^^y/i<y.yy^  ^-f§^>^^-^^r/^     -  '''^  - 

-^c'y/^/ei:^^^ .  y^c'^^.f^yZf'^  <ft>yy'f^f  c'et^^^iyf^t'^t^-ki^^'-tf/yi^f^^-y^^^rA^rZ^ 

<:^^      x'     ri/:i      A,        ^^  ■•         ^rr-^  ..>?^^>^    ^    ^^^..  ^..j^.y    ^'^^^^^ 


^i^'■yy^^'  t^ 


^^yt-e'/f^-    fyrfi'.y-?:,.jyy/y:^*!i:>j'/zyc>-fyfy^f^. ^e^^ i-^^it/ >^ yy y . 


VU// 


<,>/Y'^^ 


yy,> 


nalc. 

vr 

Uour 

LATITiaiE. 

CfKBIVXTS 

n.\K<>iu;TEit- 

TUEIUIK 

FOllM 
&  UniECTlOX 
Of  CLOUDS . 

•1>K<H> 

OK 

SKV 

CLK/U! 

Lorus 
or 

KAIXB 
S.VOUO 
UAIl.U 

M.vr..\KTir 

MlSDS. 

Din-ctiiNL 

lUlB    fiuiijliU 

,11  til 

Au 

WiU 

f)B.<tH\JU» 

Jiirertloii . 

Tl.lf 

foon 

Nboil 

Noon 
7 

SToon 

!Iooii 
8 

fooii 

laott 
S 

(Toon 
Noon 

3 
7 
12 

6 
» 
1- 

10 

12 

3 

8 

9 
12 

3 

8 

4 

9 
12 

6 

8 

4 

9 
12 

2 

6 
4 

5 
12 

3 

8 

4 

9 
12 

3 

8 

4 

9 

12 
3 
8 

;) 

9 

12 
•J, 
8 

rji. 

r  euiolh 
•/..,/  III.- 

~rb 
10 

tf 

i'H) 

30if^ 
it 

title  Si-c 
30->,w 

ao  -^Kv 

s/llOii  tl 

JO  'iv 

.  ?%.. 

30  V^ 

v: 

B. 

u:r 

the 

m. 

.7!> 
t,-J 

JJ 
JJ 

JH 

Sf 

til 

63 

6P 

iS'i 

37 
S3 

J4- 

jj 
S2 
J* 

(fir 

JS 

s/ 

J/ 

s/ 
so 

JO 

fiiiti  light  Ueciy 
/iviu  Sviilh  . 

lufht 
nuiiit 

Jlav/tt  a  bank  t*' 
the  E^  like /uuroi 
ToHixnis  erciii/iy  a 

fiun/iasfiuff  oi-er 

theOffvm  xa:k 

Oim  /horn  Af.Mr 
\i.Bluc^feen, 

cum  from  H.\!f.U.' 
dun  /h>nv  AT.W. 

3 

S 

o 

io  X  II. 
5 

/O 

f. 
hank  U> 

0 
0 

4 

Z 
0 

1 

ffazY 

0 
f 

0 

/ 

2 

..i:a-. 

(y    O 
3 

i:.sbih:ipss.p. 

3 

AM 
tO'SOAM. 

-  last  ifVnut^ 

3t.Ks:EiaSS.t: 

1 

0 

2 

7.SHLyS.f.l£. 

2 
/ 

P.M. 

» 

.it  aAMdinx 

1 

io'.w'O 

Arrrfyi 

':he  itiffi 

SouOert 

urin^  U 

arid.. 
S.E.Ht 

A'.SAl^-rf/cJi^ 

f) 
n 

ihcV'ait 

M.  2  AJlJaijU 
tS&EloSoiith 

O 
1 

A.M.      W 
a9'2S>'DJI. 

veiy^rKit 
SO-  3 DM. 

L.fouth  tvXXIt. 

if 

P.M. 

Ban  Meivi 
A.M. 

20-<9Q 
try  (Uiriiiff 

ES.U'.byS. 

3 

!/  Sinking 

Liaht 

* 

te  ni 
'It 

./r 

30^100 

30  ffbo 

29  ^^ 

ght^ 

ZaifnH, 

M.AM:byS:io 

4f/  SP'/8 
St-  iO 

Jff'-PO  • 
16'  aO 

Moderate, 
Sfiii/:i/nn:(-  alifi 

L.^f.WhyW. 

CM 

Sar  .Vera 

\ryfiiUiH0  d 

s.M:i,y»:to 

J':to7't  j 
h'not.f 

J.M. 

"W.  a  Hiiufi  ffiven. 

HBrizz 

M.M:hyXiri.ySjlo 
V.y.Wthen  to 

liaht 

/I"  J7  ' 
/2'2(fO 

x.r.u: 

r.i)'.i:;(.vi./av/;.r 

i:  Ihv/i 

\rith 

Htmlfuifi/i  tJte .VM'. 

*  Park  MO  dvubt   civinif  tc  had  ^teenu^e. 


/^/vy^ 


-^  J'  J  ' 


/<' ^z' / ' r^Ar^' 


y  /*•'.'  /- 
-Z:^^ 


/rj,:^.-^ 


7yinvi.ni  n:'fi.y.*/fifir*  \ 


UnJfAFKS. 


\ 


•  'rHorSKYlWM" 
fll:'iih'ri/\'  m-i-iitist . 
lOAiiIti  liuitl  to  he  itt'fi . 


ciii  rCf  f/  .t//f//    rf^fi/^ffyrrfr^    >f//f/fiy     <r /<y/^    /fr-y^f'^  r/.t^^r. //:  -rf'^ff/> '^y  ,i' f  *f 
/f/f.- .)/' y  '■  f/'Z/'    yAf-     // rr-i/// //y/''^/  ^'/Af    ^-^A^y  '  -^/"y'  ■    ffC-^ A<T /'<•  ^rff/frr    ^/fA"  Ay  ,j/r/y' 


//tjy^i  /// 


<y   .^ryf<<  /trff  /-y.  ■  y//'//-y  ^y-''/-  yy  y<y//f//<^<-  .ifr^f     Yy  ^/'</V  .  -     /f./'t<i*f^y>y,jryfy 

>fyiy    /■fyfy/y.j/r/t-  .  ■'^'fi' fff   'ytZf-  vVy  yy/r-?    /y-Aff//   yyfy<y.j-yK>^/f<'-/i!yt'-y.yr<^yy. 

y-^-fe^ytut-r^ter^O'.yft'f/yyyyyye    /Ay    7/^^'//.         //yf<4!■9^^<^''yi'*r'^^^M7^^^'yt.^>y.^^■^^yy. 

-!/■'/ yf^'y--  y^f^-rryy    yy/yfr   f/'ryyi      ryyyyyyiyryf/'y  yy/rryy^^  .>  yy^y/^yyy^  4^y  X'lyA     y^y'yyy  -fyyy 

,       .  y       .  y  ./'  '    y  y  y    />  z'    /  ^    ,  /'    .  y-f        y' 


y   y^ 
"t---  '~-y:^fgr^^,  y^'//y/<'^^'^'-'  isy^^-^«^^«e/5> 

y/yyf  /ffyyy^:i^y^yi''r^y'<yyAyf'^^^-^ 


f'/fi-^'^yy/y      V^**/,  /W/^    r'yyyryy^y.yy. 


ye-  yC/^   fyyyA'.y'/f     yry/yyyt    (fyfe/e'f    yAc   i-^yyyty.ei.      rfyf-gyy{Y'y^ify*-y_^frf^.f-    rffyA    yA^^^yAyA  ■ 
iiiy-iyjy/i''yy     yr   ,yyy<yyy  >  y    X^.*/^  >«^Xi«^^^y^<v/-V/V«v^«?'i;*-ir-if^^^^y^j!^/^i'^^^ 

/'yfyyyr^'nr'ryy<y»fyyy    y//^    iyfr-yy  ry      rye     yrrr     rAiyf-y/y-yf^.'    ^^yyy-i^^^^^'  ^y t^^  /^^■■f .   -^ 
,^;y^fy ye  f'-y^^'y  yy/e'yf^  .  r/yyy  ^ey eA    y^Ay<^^,  r-i^ y^Aryey/Vyifey*^y^-y^(riyyy^Ay'C^^^^t 

^^A^yf^yye-    fryy/jAyy^/e/    ^^ee^yy^y  y//e^    yy^yyi-e^t^'-yi-^yr  yee■^ey'eea^'^-r>^Af^y^-^  J^^yeyAey-ita 

^ery-r'tey  f/ryfr}^eyeyAy^>  e: 
yyyiyAy .'  ^yAyeeygy    y/ty 

^yyye  >  yy ^  .  ,jA ,^y,fy^:fA-y 

'J^yx^yyyie^^^iyjnr-.^  eryA^rl^.\yerAi/ey/e?e^ 

oJCzA' 'J '^^^t^'/y' -yta^iy^yie^  yr^,jye>e'y     y-/    >  y  yA'ee'^yyyy  .    //y^yye-^yty   ^/yi^y^y^Yiy-yitye 

^yy^eyy^y^ye-  'J e^-e^<r-/i^yyz  y  (.//.     Lyyy/y^  aye'^iyr/';l^y^^yy^^y,y>/^ie^e}/^-ity'»gyyy^.>L^f^-^ 
^^jee-e^-eyt    ^ yyyy/iyy  ye  y^  y/ee'^    yeAye-y yy  yy-yy  ;    yyityy     /y  yyee yyye. y     fy^i  /e-i)    ^ye^' i 

■^rj^/t/c//yf,yy/ey/yyy'yy_:yeyery,_,y^e'y/^y    Ayary   ee/eyy3'yy,'/feyye^W^yyr'^^^. 

t    yK^fe'yy^'er.-yt^,  /y^f.JAyye^■ye^^^^■e»e^y:  y^^^ yyA^ ■      ^ yA y^'y^r    yfryi;:::::-y>yy'yz.^  e^^yAl  y/ee^^iJ^ ■ 
C    '  yey/e^^yy'yyee^y^e'yyy'tyyy^^y'yy'ey'yy'ey.  (yyyyy  yy   i^yyy  e»y>y^<^r'<>e^iay-'i,'f<lh^/^.     y'fj'A 
^yy/eyy^y.  ^e>yy^yyytyyy'^e>~   yy/.e^    ( 

yi"  C\      t  yye-U',<rr  -yer  t-eyy  ey*y/  yy-y.y^ 


'•yye  e 


5 


t':yy 

""  y  M  ^ 


;ye'yeye/yy  yy^y^^e^'  ^T/^,    -       ^^^ 


y4 


yyy  ■  yy 

y/yr^  .yye^y>f  yyyye y      yy^yy/y 


'^  •  C^    /.^.    yy;    yyeyf  eyeyyey   /-yyiyy/  Ye.  V    /y.     7.       e7yyy/y.>//Ay^e-^y/yre>yy/y    ■  yy/ 

erf^yyy^y^yyieyyeeA'.fyyyyt'yyryyy-y'yfyAye'       //.^ /■  yr  y  /y/yy/      e/yy  ^-y.yfyye'jy    ',yA// . 
f'lffe'y/if  yAe^,iyrey/'yfyfyyeyj^eyy^^^ey/iV.yy'''iy?//  jey/ty''  ey  " }' !:j.yy/  yy/yyree/  . 
S'yje^  /'i'  i^'^  /f.     ey-  e  y,  y/  '^  '//^,y/    /r>   "^ //     /y'.     f^>  /  A' ,  J'/ee  >e'yr, //y        ,/,-re  >.     yy  yy  y//i  yyee.yrey,/ 
'Cf  ^//'I'/y      fe-y/y/yy  yrjy>^yyy    .     ir // .'      /^ '  C/-    //'    /effy/y>/yyye      /yyy//    y/,y     ,yyyy/,     yt 
/■<f  > /■  ^ f>yy hof-    ^.    I       y^'jf"^ S.  ^y-y^yeyyy i^<f     y'yy^  yy/yy^.^. 


'^    ICg^'y  tc yyyy  ./yyyy 

i^e,.yy<^^. 


yy/y.yy    .?.^//y 


ey  >.y  .     ^y/y.y^y 


<y^ 

^/y 


yyy   rv-      ,         f  f'//  yyy  y  y  f' 


ye. 


' y y  y-y/yy  > 


Tlic  //r/iiy  (lay  ' '.h'li'tt'  ray  (he  fr.e  of  the  Tuind  aUachtJf  liilhe  lettj 
'•*.  i  f/ipth'fxhip'tuurdk'^ FM imjtt/h  her. 


> 


/%//, 


V///^ 


Dal. 


_a. 


Boiir    LATlTirUE 


LDNtilTClTF.. 


Uijvrtioii 


CLRllKM'.s 


«,\RI)METEI! 


Ilriilit . 


rher 


,«r 


«alr 


FDUM 
AND  BIRECTIOIN 
OF  CLiWD.S. 


I'P.Oli 

or 

.SKY 
CLllAIt 


a^VO.NKTll' 

tuiLvno.v 


HOl'lLS 

OF 

FOG  A 

I^^JJ^I^  |0BHFJ(\T.l)j  Dirc.Hon  . 


^VIND.S 


/O 


Xoon 


yoon 


:sooii 


.Noon 


t 

12 

.■i 
» 
I 
'J 

Vl 
:\ 

8 
4 
9 
12 

3 
8 
I 

12 

3 
8 

9 

12 

3 
8 
i 
9 

12 
•3 
8 
l 
[) 
12 

8 
9 

12 
;i 
8 
i 
9 

N.»mll2 

I 

I   3 

I 

I  8 


/.'.//. 


ui. 


'.(>  '->■■' 


•U)     «• 


w 


lO 


4P 


/." 


Oi/fi  front  //' 


B,Jn  fautiLf 


ss.ir 


so 


s/ 


Jfeori'cn  t/w  LtUun/  k'J.ec/i  JufUt^v 


^fy/M/' 


J? At  Mcivury  suiku/itf 


,  r    -7  .         . '  ^^^^^'^      ■ 

y>z/>/ij,  .j/zz'^f^  //^yy/;a   //z/yz   -^^S/,^ yz'r/>f  j/r/^^z/y  /fzz// 


■zt^rj^yjt:^. 


,y/f 


.,/z 


'/r  .j^/y/   .JA'//////y/    z//^  ///  /ylf/<//Z(j. 


^oon 


12. 


i    Nooii 


Noon 


x. 


/•  ■.fh-oiia.xi/ualli 


J/^9/nwy,^^iuif(v 


L.  moderxifi' 


TTl 


^i^'.'  ^^<>^y  ^J^.>/^fj,r/^.  .     I'^fit"  t^  J^  rj.ffrr^i^    /^/-Zyy^  <:/^,y .    '  /ii^Cy  l>^<y^^:^.MJ'K^^■^€,t/- 


(m-rcrtinns. >  ^ {^Ktt  a  doud  In  be  . 

//.   ^  /,yf 'J  ff-7e^  .zXy^^^-y-'?t''/f .//  '/•/.//•</  '  ,4t^./A  /if  y//ff/.//- .  ■^///'y/,fA:Kf/^r'i'  y/r-^j^rr/Vf  .''^A^- 


y/    //ft  -/-^^/r/ //y/: -  '//  f<'yy/rff/f,/  /^i ^y/^^t Ct'rf.jr'y^ ^'.  /'ff'^'     /' (/  A/<y  /f-e^fe^.i'fe4^-*^^Y'''j^   -^ 
/r^r/'A-c-  f/sryf.e/.  '~A//,'f('    f/  ^e-  y/ /.'ig'jfi/e^f.ffff  fr-^f-J.  AVyAAff^i//f.e.^,^JA'-^''--J!'^A4[t-K^^z/r'yf-y<''f/ 


■  y//f./    f  /ifr/i/yt'^  y./  rr //     ^f  y  /y    y/  Af  /■■(      ///    /-f     yr/r/-  ..     I  f////ff.j   //-■     ///r  ,^y.  \,^^       ^    . 

y  '■  .  \        ^     fCA<-> f'^^y^y-^' 'y 


-j::A'^ot!y,yA!A-r'^^^'-  A.aAa^^t^^     ^^      /    yy^.^  /r'-y .      /  .A  ■    //.     /A/f      /r-ryfrf-  fr'^-  i  rfA' 

/r  Ay      ry  yy' yy '.>/ <'\''''^    >f"/'y,    ^  f  '''<'/"  y' y  A-''-^  ;>A- ■      "A^'i^^yl/yifyyfyyf-y^f-f^fy 
.^iA tr  ^^-y-,  rf  i!,^j    .       7/  fy^A    ^'fr/^y^y      /V-     ■A//     A'  ,  A  ZA-  A/ .   ^AaA/./     ee-y^A- 
/■Ar'^yy^-f^e^  _^-f-'y?      yff.j/.y,        .     -     /    '.      /f      //yy.y.yfy/    yr-yre.^^^«^^AA<e'-i'*^^'-''A^-*'A.     ''y^yA'-.' 

rrrA^^AA     AC^'^^//<'cyJ<A^:>i^'.  .-^J  r'>^yy,  c-y^r  *  -A^.9  AC^     cA^  /-^  . 

AA^^    -yr^-  y-y/^  .'^1^^  ■  f^- cyyh^y      i^^^:  ^y  yy  yyy  e^-'.     •  ^  y>yy  fAr  yy  r/ .  !/.yAyyyf-yA^A<--<f<ry-' 

^e'nAeHy-^'A-^A//',  /y'A/f'.  ■  y^ y  i  y/Af^'iy^A'  ■  '^^yf  s^ffArey  yt  ^-  .jiyryAiy,^  yyy;  t.-^.'-:yAt^     ri^f^Ay/y/yr,// 

c  ^^y  ry'y  ■     y",   •A'  ,y'      A-'''^     /y     yy       /'  .  y  y 


'^'i^C'-yi-ity    CiAfty    fyyiJfy/A^'A^*''^'''yA*yT-'_^yyy>r?At^A<yf-/-fyyif*y/iii.^yyty     y*t.^rfyey/r/   . 

'.:^^ma1a.,       ^    ^  ^  y         A  .A 


1/ 


-^  ■fy<:,j/''^/'^/ 


vpy/^'^' 


'/^ 


>>r/ /V<b^  '  vr^/^/v/  ,  yi^  ./^.'.yr-j/r/. 


Datf 


_tL 


/:; 


^'oon 


Ji'ooii 

n 


Jfoon 


!Noou 


Nooa 


I?oon 


Noon 


Noon 


Noon 


12 

8 
J. 

;) 

12 

8 
4 

;» 

12 

ft 
t 

12 

8 

u 

12 
s 
8 

9 

12 

5 

8 
4 
9 
12 

3 

8 
4 

9 

12 
3 

8 
4 

12 

3 


L^VIITUDE 


/^.M 


J.V 


(-.I'M. 


AM 


Dir«riioa  Rdto 


ll.\l;U.MF.  ll.l'l  THV.UMl! 


H^M«ht  Tff:, 


:2.9?i*. 


1')  "» 


ly  -•^.. 


a' 


ji' 


J/- 


j\u-  Wat  !■ 


JO 


48 


imt.M 

,VM)I)U!i;(Tll>.V 
OJ  tl.OID.S 


OF 
-SKY 


SPU.ao.iciittifi-r/A. 
landlo  the S^ of  fc/ielanilM'ind 


ii<iri!.s 

lM!ill"i       (IF 


I'll".  A 
lUUX  B. 

.sxowc. 

1I.U1.D 


49 


.52 


t.O 


JO 


Clint  from  SW 


ir.v'.Ni-vnc 

V.U!UTIO.N 
0B.SIU!VTJ) 


f:it.'AW/i>^AIi:        slroiu, 


It'  SSKtri'iit/ai  i/ifif  I 


Pireitioii  Bfiip 


W.SM 


- 


Ytfitiiff  St.  hititlinif 


iir.s'.  rr^r  it;..; 


■nh 


//r///^    _>v^V'^^'^r     aV'>  / 


Tlni-iiiiiu-  A'.'/'ohr'   I 
(hrriflioii.i  I 


KKMAKKS. 


\' -mil' skT  a/:.in 

\  OhiitiifliniriaiM. 
\Jf).\nt(tchnJtu^  seen . 


.jy^/  ffr' 


/ 


.J  r/  f/  r' 


'7 


//.. 


^/'/,Z/..    /(fr-A '//</'/,■  jy'"^<-r^:'^  -'//f;,/*y    /r'r//f,,y     „;r,^/ri.Uz€c:^'»»*^'.J^.;^y,    //r.^e^ 


I ft/f   jf///<f//t/ 

.'■.y   .        .        yy 


.Jf/tff    M 


'•f  .tfy^/ffffy yytf-  ^ ytrfyf/fff ,  ^ // c^y- . 


y,ff//,  '/    ^'//,1,</ /r-*    /^-  /f'>.,r  ^f'f^i^' 

yr''^'yy  //"   S^/,f/y,Vo    f>,y    y/,c      r'rr//  '<■/.    //rr,,    i^r**r^fn.y    .JrC/-   //^    .'^','<^«?«'/^<'«<'«'    ,^/J^, 

r  .  -^  ^       .    ^/'  ,y    i>yy   y/  J^/    /\  .     .•   .  ••"      >r,  .^        j'  <:y-        \  y  ^  y' 


yr-  <-y></.'  /Ar-j  yf^yfr-yy-j  yf<r.>.jrf/7f:    ■  y/r/  yy/i-  ^  // ff.ty/fy/ fy/ry/  ^//   yy^ ''    y^f f 

./"  y-'.y'  fy  y  ■        y  yy    ,  '  ^  ^^ 


t>M 


^^yy-^. 


Date 


'N'non 


Noon 

4 


Noon 


Koon 


Xornt 


Noon 


X"oon 
8 


6 

yoon 


NOOB 


Bout 


12 

a 
i 

0 

12 

3 
8 
4 
9 
12 

5 
i! 
4 

12 
3 
8 
4 

9 

12 

5 
8 
4 
9 
12 

3 

8 

4 

9 

3 
8 
6 

12 
3 
8 
i 

12 

3 


LATlWDIi 


/'/»-//  //'///i 


J^S/^y^j^i  J^Myz-j 


/^/V/j/i:? 


.V/ruy^.y  ■>i/<yf/yy>'^>'y?^^y^f^y^/yyyy''<.  v/Tv^'^^-^ 
.Jy^fMr^yy/C  yy/  y/rry^cy.'  ^  ^yyy^^;y^'4. 


XA. 


yvyy/yr 


jrr!:j''Q 


AM 


y, 


>^  y/^r 


d'  -^y© 


/ff,i&'Q 


SSK 


s'.mE. 


.W///". 


0<yy :  ryy'r/'e-^. 

Jrry    /.f'^syyyy/ 


/y 


J0> 


2!t 


Jf' 


J6't 


Jff 


j/C- 


j/- 


•// 


S/ 


(f 

o 


o 


i'll///  //■1>J/I  .  I'.t'll'  J 


o 


o 


/>'.iyf<'//v/;i- 


// 


// 


S/ioinn 


/  j;.r//'/,'j.'//.' 


'.Uiicrl/i  /i'JiA'U. 


/.//-    /J:- 


i.vj'.n.itf.nyii: 


A/.V.i.rllUoX 


LX/iiA'-MW. 


/.'.if.i://.'A'r 


.u.\:o.i:m/:. 


/,.AU>i  /■:. 


f> 


'Hier.  Ill  i/.v  A '"  fiJirf       \ 
Correcfmii.1  ) 


BEJfARKS. 


I  •'mr^sKraEAP," 

\  Ollntireir  oivr-aixt 
ItOJot  a  riondtohe  stvn 


/.M^ 


/^^^    '7K"^j^,^^/t^ 


V?^!?*/ 


/1^/^^  />«  <i^v  <^.fe^,  '^i^:  /^'^ 


V' 


■^ 


y^-tt-^.  ^^t*<i>-  i^^ift  y  I 


'  CoiiipitixitMy  m-.L  lawTias  lum-niarlal .  limiiiiiit  lumiifirmt  Ships  to  a  irrtaiii  wdgM  iii  mrqn  and  dmiiiiht  if  water .  in  e.vcolU-nl  Liw.  as  Aliifn 
wen  m'trhirdentd  with  iron,  canjos  and  dead  weight. 


^///:j//^/'</  ^'^^^  ry^/X^'  '  >^^  ,y</^/i/^r/^ ,Ory/f/^<^/^y/   - 


^. 


/^.>. 


'•^V 


VIT 

Uoiu 

L.iTiTrur. 

LONOITim'. 

rlRltENUS 

BAUOMKTER 

Tlir.R.MB 

FOB  M 

AXI>  IPIKF.I  TIO.N 

01    Cl.OIIiS 

I'KOI' 

Ol- 

SKV 

(LEAH 

Itol.K.S 

Of 
1  OO  A 
ItAl.V  B 

SNOW  r 

IIAII.  1) 

UX'.NKTK 
VARIATION 

«1NBS 

Dirwutm 

Ratp 

HfiiPit 

Tliff 
All  it 

.\ir 

Will 

Direction 

11  nil- 

Nooa 

Xoon 

/O 

^oon 
// 

Noon 

Noon 

Noon 
/2 

I 

12 

3 

t; 
4 

!> 

.V 
6 

;i 

12 

u 

8 

t 

12 

3 
6 
1 

9 

12 

.5 

8 
6 

9 

12 
3 
8 
4 

9 
12 

3 

8 
(5 
0 
12 

;? 

a 

5 

> 

9 

J'M. 
.LV. 

AM 

^  s/XD 

-PM. 

AM. 
4ff'JiG- 

I^M. 

A.M 
AV  /.-I  'O 

J'M. 
AM. 

/'-'  2H/W. 

20'00IlJt 

2-/-  /(/  Q 

2S.9 

2S\V    G 
li.fJi  /iiiirJi 

t'ibu/Ae/ 

.■JO   " 
Mngr 

^> 
w 

&2 

6S 

or 

ff/ 

6\3 

67 
G'2 

02 
60 

1/ 

///,*• 

J. 
1' 

nrm.Kcii-fh>7)i  IC 

'•a/iu//y 
{^rnfersur/!in'  67 

9 

s 
.'J 

o 

«»' 

o 
,y 

/ 
0  ' 

o 

/•  j:a:  £:/,'. i: 

./ 

At.    X6,  1-: 

,)" 

/...V.MK/oX'AI. 

'J 

F.  A'AfloXXf: 

s 

M.MX£:.toKK. 

6' 

/..     .\:e. 

■1- 

/■..VA'loA'K.fy/-: 

3 

M.         Do 

9 

/.'    Ca/m 
Tainlan-n'S.n. 

fA'it:brii'to}mav. 

2 
.f 

Noon 

Noon 
/J 

Vuon 

A  Jit  ill 

v.y.iii>yXevyonJi 

S 

LrunriiKi  nrrik.VW 

1 

VertJii-rfy- 

loXimir       1 

E:(7/:%-//.-/'<'.i:/r 

•> 

30'-^     67 
3oy^-G3 

Ainiurl 

.//      /h, 

tifiiitcn 

.'rf/.- 

\ 

Li;/i/„/ 

"1 

■vc 

7 

f 

\ 

/..  .VII'/O.VoiH 

-     1 

r?2^ 


^/^>^^  z^:.  / 


^ 


Tluriii  4I.W  .y."  f'ti/ii  ' 


("irfifitvi.i. 


( 


lU'iAURKS. 


1  -nWI'  SKY  CLEAR : 
'  Oh'nlhrly>iivrii(.il 
\/0 A\nta  c/niiiNol),'  sirit. 


ry   '^/V/fff>     r-y  /ff-A' /f/j    ff      i^/'r-    //-fr/.','     .'^ /,,■  ,  y/,  y,    .^//>  t*-f/^  t-tyi.     t^e.  ^/,.f wrr/ft- 


'</fV    fyf    f^ 


fKir- 


ry  rf-  /ffff////f'/f     i'r-ff  Zj  ' /-/f/f/f .  ■  :y//f  .jfffyr^ff    f-y   //fr'    r  ffrrrt^  i\i-/f f /'f /cr/  tr    .^ffc:re''.f  -fZ 

//r/r    //fff'/f    y/fr,j,j  .  ^J^  ffffr  f/ff  ^/,-    >  rf'  f^  ' /f  f  >/f  rf    •      I  r-r-Zf    fifr/ff/fyf/ZZy     f'ffffyffZfr/«rHr'ff/J. 
//■/fy    ft   yf/r/fff    y/'//<^M'^.  -i^fr/y     //r    yt./4f:^rf/    ffyy//-r'//t:iy//f/f///yff/yff.^'^/ff/f^^^tf-yff/ 


rA 


'T 


,/■/,'■    .    y,    .,/; 


y/^  /Z^f^^f4 


"A 


//^f'    .^ff  >yrer*f'  ^•V  ^/'/ft'     r  r-t'r^  ^^    ///, 


A 


yy^f',^^^f/¥7A^€'    t>^*r*>v^ 


^.rZ      Z"^. 


■.ly',  r///  f/  ,'  '    ff^f/i-rfry  ■   ■      /fy/'f/f'-f    f/   /W'Vx/ 


/,., 


f'f'i'ff/f      /yy/  '■<■  /Ar  ,  fr/r-ff  >     r/zr/fr/r-     /^/^'<--..      I  fr/Z/fy    yf',yrZ  ^yf>     //fZfi>ryj     ^/<-'     -  ■'• 

'f/y>/i///    /r////Z//,/'/ .J    ///f.i/fi,yf)'ryf  f  ryff.jr-.       I       ^ /'  ZZ        ^^y^.i/rfyfr;-    .j 


.iftfyry 


/.j/  .<Z^,y',//^  ^f^ryyy   Z>'^y^y     //''      ^}/^,/^^  J.  <Z  Z^  ZrrrZ.'^  Zr-     ZZ^      //  T   /  0^.'-  ^//< 


rZ,:,  /r/,'-yr-  ,  /y  rZrry/  .  ^/. 


OffZ  yffrf  ^    /i"    rf  ^/rfr'ri^^>y  t^tfty^.^f.'nZ/y  yi' 


■<//;■  f,  r/Z,//Z  /Zf>-  <Z'  yy/r//.yf<yf.>  f^  /Ak  .  ^/^yfyyyty<yy,*ef  ffef^'  .'^Zn-t^y^jZZffVi''yy  Zy^' 
rZ-ry-  Zff<//yrf  yrZrr  >  yyy  frZ  r/yyry  y-yrZ-^fry  /yyf  yfy/yr  Zt-  Z'c  Z/ff^  /f^f^rZ  rf  rr'r'r/^Z/ff  Zr- 
i-y/'creZ,//  Zyy/./  j//fy  r-rr'ZrZ  ,,ry  yrff'f  Z,/rr  /r-yZfryfry  Zy  ZZtr-  .yZry  rf.'  rfZ  ZZff  Zfffff 
ZZffff'ff'ff''    ff     rZ'f/jf    rrrr.yZ  . 

■      Iff///./     yr-,frZ/,r/Afy,f,y.y   .,,;  r,         frrfi'-^'-      /    -^^    Z/.   .^Zr-y/rr  ff  ff  .^Z'   rr^rZ,-./ 


rO::^//)<rr/^^^^ 


t  >^if^M/f'X' 


Date. 


Hmit. 


LATITBBE. 


LOSOITTDB . 


DiaH-tion  l^ote 


Hpiajit, 


Att'd 


THEKMll 


Air.  H*tp 


IiiHM 

AM)  Din  Er  HON 

or  cIjOUIis  . 


•I'ROP 

or 
ssy 


imrRs 
rooA 

BAdB 
.SNOW  C 

auLP. 


.\HliNKTlC 
VARMTK*' 
0BS15UVED. 


WTND.S  . 


l^irectrou.  BatP 


vir 
// 

Noon 


Sooai 


Sn 


!Soan 


Jfoon 


/} 
Jfoon 


Moim 
IS 


[!fo 


iToon 


i 

1) 

12 
:; 
6 
\ 
9 
12 

5 
4 

9 

12 
.1 

n 
i 

9 

12 
1. 

8 

7 
9 
12 

,1 

» 

6 

« 
12 

5 

7 

4 

9 

12 
La 

8 

4 

6 

12 

a 

4 

9 

12 
3 
8 


KM. 


y/.J/. 


AO  .tTJ® 


•jr'jjo 


SV^WIr 


p.iu. 


AM 


JO '  7 Jin. 


29  " 


o-J 


62 


S/ 


or; 


GO  oy/ 


s/- 


2Sf°3/Dn 


MM. 
AM. 


Sff^'ln^' Of 


ClII-IV/U,  llfCilll/M- 

3ff'  20Q) 


ffJl. 


AM 


UM. 


3r2/l'J)£. 


AJl 


40  3fl  '0 


32'  44-tz) 


30iL. 


JffJki 


J}?  W 


'.9P„ 


i9f'^^ 


30',^ 


60 


59 


62 


JS 


tf/ 


67 


oy 


60 


(lO 


09 


fyl/it'fiiJcn  //'ti/ji  i 
ll.'A.'ll'ii/y//  iiuiiizf/it/ ni/iidi/x. 


»,• 


Jiisiiii/iv/tully 


(fS 


W.y,: 


(rrvtif  /ittt/tlih'ty 


.III-  iviT  /turn  III 


Dii.fly 


JL 


iniiira^s 


x.i://.' 


film  /Ji'iit  KJV./\iy. 


jy- 


6-2 


6n 


3 


JL. 

n 


iiiish'' 


III i..ffi  ■  lit  iiiUTnils- 


fl  T,i4//it  shiwas 


fit  lit  iVOi'  /i\'i/i  .ijr. 


FJi'f//,  /.■j.'ir 


j/..V'Wt,-.vii:fyu.'  f 


LA'H:    calm 


/.V/,V  A  ■//.:»?//:' 


>i.ii:a:u'ic,vu: 


/.j:mh:  Oaics 


/oJ.IUh'V. 


/...yc>H/,,/W:,/i  .\.A:ir 

i/,r/i:>;iii,'i/rni/r 


FA'J'fffi,A:W 

calm 


,U.WJcMWicS.)t' 


L.KSm«Wcato 


A'M.iiicilciKtUna 


ILjZA:H'un;/,ni/c, 
it/fcmcniwxca 


£.f:M}t:icU::ff 
M.J,,  an  .V.V.H- 


vv/  //-i-s/f   />/'{■>.•  Z I 


v^^r>t 


Af'J  ^ 


'n.'iiii  use  y'Tahvl 


\ 


hi;m.vkks. 


1    Ol'lnln-elywtrrtift 
[  tff.X/iiu  iwtidhl>f.i/tn. 


■C/  t'f  f  y  /fry//    ff /fff    /  > />  ff/teYce^t^  ^^fef-. 


//  ^  r^'^y  . 


ff  ^  ?  f^e/  Y-^f/r/'frr/ff/f 


sz'/j-^^y/-^^^-^i^^^^ 


tfy//' 


Z^/4'^-S^-^A 


^ffyy.  rr-y/ry  ^yZflyy/    yr^if:  ^ayy^y  rfyy  jryyAj.   Ji^cy.j.yyxy  /(yf  .yy/fyy/.y   /'■y.'^'y<>/^-f.«*^^y^^^f 
/fZy  y,/yyyy   /yy.^y  yyyyy/yyy/'^Z,....  .^         /yy^-y,'//'      f^y.y. _      /  r,  .y. 


'y/f/ 


sy 


f'j/'ytyt  yy    -/.C'  yyy  y  /V'^  . 


fyyirr/<yynr.  r,Cy-A^^o^-.  t^tr^qi^er-Cr^ >  .^^yar-.  . 


/r)'.      yK^yt^^y^^yyryrti,  m/tftf'  /yyyjy/yyyy      Afyyi,t^^/e'ct<iiyyy,y-f.€>yiff     "^ // y.'/'-     If  yyy  yy  rY    Yr 
■     K yy .  .-^y /yrr frAy  yyyyyyyyy     yyi-y~eyy iyr.-'-        —       ^J   y'  ---^    -■ y      ■  >       ■"  ' 

yy .      ^/ y-y^yy yyyy    /Y/y     yyy  yyy^  . 


'rr*j^^ry  *  yyf//yfyy,y<>iy^ 
yyyy  ^r"vW<-  •»'/'      ^!^  yyy  yyy. 


'y/     yy-yyyyr- 

■       ^y  >yrrryy    / 


yy.yyyyy     yyy/ 
/^■yyy 


yi'ty^^^'     y/f  y 


/ 


y y-y.y       f yyy  >'^  y  .  Y ■J'Z  \ 


OyOi^j/^r/^r/^  -^<?0 


fyy^^'-^^^^^  tJ/Vri^Yr/^,  kv^^/^<V/'  '"^Z.  y^'^r_^,:^tj/rj'//^ 


l>4lr 

rii 

.    Km 

t " 

n]    LATITI'TE 

.    l.O.MUTLDl 

CrliUEXT-S 

B.U'.KSll.TEi; 

J  TlIF.Ii.Mi 

I'ORM 
AND  UIRKCTIO.N 

IIOIK-S 
•pit  OP          111' 

or        For,.\ 
.sKV      ii.\iN  r 

CLEAR  S.NCIW  C 
HAIL  r 

.Mvi;>Enc 

•   VAULVTIli: 
:  OBSEEMil 

1 

)irectirji 

1  IMtr      Heinlll 

UTS  A.r 

^^-a( 

OF  CLOVDS , 

Direriioii . 

Rate. 

tir 

Xoon 

4 

9 

12 
5 
8 
I 

9 

12 

3 
8 

i) 

12 
.1 
8 
1 

y 
12 

3. 
« 

r. 

3 

8 

4 

9 
12 

3 

8 

4 

9 
12 

3 

8 

4 

9 

12 

3 

8 

4 

9 

1^ 
3 
8 

t 

30  U 

3C>..U 
29fi^ 

2ff^1f^ 
29ifi^ 
29:fhic 

6J 
GO- 

ee 
68 
es 

60 

62 
ffS 

1 

as 

62 
ffj- 

6^2 

63 

63 

CJ 

Oim  /iviii  ILMi' 

/ffaryraif/jf 

I'liiUr  aiiriiur  0'2 
(itm.  fivinX.£. 

/O  3(/Miniir).n„l 

7 
S 

J- 
0' 

7 

6- 

0 

r.r  u'/i'irvw 

./ 

AM. 

33°2/  O 

niiiHy 

.if.fr  hr.Vh.rii: 

S 

Noon 
Iff 

L.Y.  Why  ir 

s 

P.M. 
AJt. 

/•  xfiriejr.vA: 

1 

Noon 

B 

ir.fjr 

■i 

A.M. 

1 

/I 

L  jr.y.ii'tpSfiu// 

.1'  iti/ms 

/■ 

^OOll 

2J> 

Firm/  t/ir.s-  V  f? 

■IK 

30    /'.;/. 
50 

li 

Noon 

H 

JOry 

MF..'^a:ux.E 

,1 

ji'°  /  o 

r..x..\Ki.,.yL-MA 

/ 

.1 

Noon 
22 

PM 

F  X^irXIcHYJ. 

Noon 

V.EtcSj:. 

■7            ! 

—             1 

AM. 
46"r;HB 

JK*  '3finB. 

L  -V.  »■/,■/<•  V/// 

s 

Noon 

Noon 

s. 

- 

1 

1           ! 

'/fP€^{ 


'^/.^/^-/J^j:^. 


'nierm  use  X^Fahr* 


KICiAlABKS 


yTROr  SKY  (LKAn 

Oh'tiO'iv/y  oiv/iiiil . 

lOJffft  a  ciptui  io  6f  sern 


■li^f.jiJffC'   //f/<y./^t 


-T^i^     //^^^y//-^% 


^/t'<^«:<rAA-^fr//ytff/re'f.<■^^^^'<•1y  -fyt^^^if^^er^yy/ f 


^y^«Hs^A<^<5!!!^^^!«5'^,^^vy?'<«-*<z?^^  '^/y:<^^A/yit^y-r'y/^ 


■  .^/i'le'f-t^vf'f^r/e 


r/.. 


f'?  ^;C;^  V 


"/  /' 


a  ^(^v<^<y  ^«r-<r  * 


^^ 


Cei 


/y  yy  ;-^      y^  •>  y         :  .        /. 


(frijr/yiyi  ftyt->-t^yf<yn-f,<ijtny'yi 


y^y       ''  /'     yy''  /y '  *    T  y^'         <^y  /'  y  y 

:-<5^  ?V^-i'<^?-y>^^-*-^)/<'^;^lZir>/'<?^t_    //'  yryy  f  yy    .       ^^y:t//^.i'^  /e/T-iy::,^rtyyyy<-^iyyfyef:i^^^*f-yyny//y(i<r  . 
'  ^^ye^^if^^A^t^y>ArfyyK^jy^yfAy< 


:--  <itr«¥iii«i»i 


.miind.^m^ 


'liyMiikiiuj  II  small  cur//  ,t,i:^v  Icit  iii'f"^>Ml  bid  niiKiuililvni'ii'  cat  in  liyo  fHtftx  OiM'l  littiTallr  aliti-  iiith  Ihfin 


///^  r^///  'y^aM//^/^ 


^<^/^/^/y/ /v^  /a  ry/yj/r'k. 


0«t» 

VII 

Emu 

IJlTITrDE 

1 

LOiNMTrDF 

ClIiHFJ>TS      PAnilMKTF.I! 

tuu;mc|           roBM 

PROP 
OE 
SKV 
CLIUU 

Honts 

OF 
FOIJA 
RAIN  13 
SNOW  C 

5LV.XF.Tir 
Y.\K)AT10> 

(insEnvFj) 

WIM1.S 

Direclkui 

Ralo 

Boieht 

ThoJ   A  ■ 

W-olr 

OFCUJI/BS 

l>irect  ion                Tiaie 

t  ! 

i 

64 

.•)0!'-iii 
30  "wc 

6-2 

6:o 

66 
66 

^2 
63 

62 

62 
S4 

(ii'/i/ivm  H'Mf 
diru  /ri'M  A:W 

/ 

(J 
/ 

o 
o 

'ill 
0' 

,y 

a 

o 

0 

o 

o 
o 

o 

wcr(cnitx 

2j        ' 

\    6 
V 1  I  o 

1 
HJf. 

r.u 
.utt. 

UO/IO. 
DM. 

^ '//■"© 
AAL 

4/  2/Q 

//,y?/© 

AO  °/'J 

Soiit/it 
MSJS 

V.Iijirif 

FAWfyKtoTiWi 

s 

» 

1 

l 

'v 

T 

8 

8 

9 

12 

8 

7 
;) 

12 

8 
4 

9 

12 

3 

8 
4 

9 

12 

5 

8 

7 

9 

12 

3 
8 

i 

9 

12 

5 

8 

!■ 

9 

12 

3 

8 
I 

9 

12 

3 

mis/  at 
[ti/t'rra/i 

M.Jt'lp-XtolCA^i: 

^hi^ttst. 

* 

L..\'SJI".'in/u/  tit 

\ 

Y-T 

FJ:^:n:to^,■c/■t/^  \stiv>ia 

SlT-i'T/i/  at  tfttrriM/.-r 

Noon 
■Noon 

CO' 
Noon 

Noon 

MM'i/i  tfiufU 

\ 

L.MaXXS^nioi/i-nite           1 

\ 

rXXE-XlfXX.IVu    -i  1 

1  c\i/iii    1 

t 

M.     r.itm 

. 

£.(>itm  cafs/imis 

• 

I'm  I  fit  /ii/Af 

X.fUcSi'iUh  SVli 

\ 

A/„fJit 

.\LHSM:t,M'i/-:.ss.i 

/'"Uttit 

J. 

.1 

fiinxf 

LOl/lll.r  SM.tc 
.sir  faint 

I 

A  r/ii.'tj- 

/•  fUlni^f  XlViK 

2 

"Noon 

.1 

MXXE/aint 
ni/m 

t 

1 

A 

LJLX.L'lon:/':niJ 

'II 

1 

i 

Noon 

■"" 

"■■■■ 

■ 

■'Jhntion.  tm>  /ar  If'r.ft    T/ir  current  fli,  /iri<-e,;/i'iy  J//u'ij/:s-  must  tiiirf  .rit  tm/ir  . I  '<'  .1  'S  ' 


y /^///  ^Vif-r /'//<' r- /     /^'   '         I  r//'       r/^/A'    /'i'J  /. 


Tlur.iniise  y  I'ahr!  j  |      riiOt'SKV  <  l,h:AH 

I'lirrri-liimx.  '  )  \lO  Xo/ a  ihi/<{  i 


■rrrtiimx.  ]  \in  M  a  rhi/if  /nfif  sa-n . 


t 


(■  ff/  Kj<s^,.^V    S'/  'jf/'''.-  ''  jQ^ f'<f^a jr*,(iti^  d'-^.  >'x/r,/>'~» . 


Yif //•  tf/tJ     r-:lY<e^oaceY^YArr.j^;f^fr->Aff^/jy      iv    y^'e-f^^t-^ia/t.^'i^ /Y<y/ff.//i'^^iy    Y// r'  ^rf  ^y/i-'\j//t 
./fe<'r/Y/t.-Y'/t>f^<^fr/<^:r'y.Y<-YyYi',^^trHi»^/f-Y^  fr'/fffr/fYY/zr-.   y/,fY, 

"(y  ''<i/^Y        Z'^^^.        .i>        -'  '•   /  /  '' 

(■  i-<^  >^f-      Y^.  ^'  f/t-   /       c'Y \  /v/  f'Ct^a 


■y^  ry  y/  .y/^et^ie/^i-f^Y    -oyyu^e^CfYe  K  c^tAyi^iY^tiiY/t  >tt/^''   e^'^^-^a^:^-t»  ^^^'■^t^'/YYf-'^^tf"  <'<'.>  '•''  </  r 


'7 


ff  ^v*/; . 


yyf  yy/  fyf.yf    lyfff'y^/^  - 


y. 


yeei>   .f>/S^<ai'€r^/^w/  /f'aY//*^^*:/ .  .j^^tai*<'r/  Y?<^^m    Sti^  /Kt^v/yr^y  </r^^  fA^^-Yt^-^fyY/'t'^-^^f- 
^Y/Ji'fi^c/  r<-C^:cY/r'y/ t^f.'^A^ty/    .y/--r^fy<ry.y-yy<'fY<f^jyfff    YVfrrf  .  .;^>r'yy^f  ,J'Yr-  /.Y-'-yy // 
r///yfrfjY  rff/yy/    //■■//■■//•^    rrY/  tJf^Y/^    << /■eyY:,<'-^-<fyf  ^^^^Y^^  Yf/Z/yr-    ty'A<y/f 

//Yfx-Y.ef'i.a^te'ffy/''yYYt.e^^,!:^Yt*Yi:rJY:f^i^^^^  f^V,/Yr-      .><'fy/rY,.^/ff    ^yffyf 

^Y  f,j/rr  /<  ff^'  ^  ■      r'f//*f^f-ff.jyfy^t-/fy^.  \ 


V/////'/'^//     r    >r 


Date. 

vrr 

HOUE 

LATITUDE. 

LONOniJDE. 

CIUUKXTS 

UAROMliTKK 

TllKRMIl 

1111RM 
ASn  DIRI'.CTIOX 

or  ri,oi-DS. 

■l'i:oi> 

OF 
.<KY 

MIMJ.S.                     ^ 

Dirwliffli 

RaU 

■fidl^t. 

Thm- 
AUa 

.\ir 

■Walr 

ItAl.V  11. 
.s.Ncmc 
IHH.Ti. 

i)B.->tr>reii 

TJii-cctioo.. 

H<iti-. 

i'd' 

"Noon 

4. 
6. 

30         /.'vV. 

M'Jf.W 

KME. 

■lha-f\f. 

- 

30J,gi 

aOAio 
30  ^,oo 

30  if  wo 

'-'ff  ^la 

69 
tf 

f3 

72 

74 

6S 

6g 

SO 

sr 

0/ 

to 

ro 

ro 
•/a 

rt 

«s.V 

6ii" 
6b- 

■ 

0 

0 

/o 

ittiuoiat 

ff/ua,:> 

r.  F  Cilm 

,i 

8 

9 

12 
3 
8 
1- 

12 

fi. 
8 
4 

9 

12 

8 

4 

G 

12 

5 
8 
4 

9 

12 
3 
8 
4 

9 

12 
« 
8 
4 

9 

12 

« 
8 
4 

y 
12 

3 

a 

4:t  43  <?. 

^vO 

Ltie/i.re 

MA:Wby^s\ 

1 

fir          1 

Noon 
^oon 

Jfoon 

JO 
fifoon 

1 

>"ooii 

Jf 

AJcnsc 

L  s.M'hS'''i>s: 

J- 

I'M 

JC't'.IKWrK.illh' 

J. 

M.  j\'orlh  ji'lront/ 

30     AJl. 

42'JoZ 

se-  fs  Q 

> 

\ 

\ 
BeaiiliAitl  cirrus 

truttiy  in  /ttrni  /lA'i    9 

/.  XcrlJi  )ni>Jcrulii 

y 

\ 

P.M. 

(Ac  (l>tyiiiccjlia.,ffo 

inff  to 

i9 

.f 

0 

'/.' 

0 
0 

'//<  XE 

1               j 

i 
1 

i 

».          i 

I 

AM. 

43' 9 'Q 

SJ' 20 ' 

.V  C.i/fii^ 

: 

; 

1 

r..  Calms; 
ir/itmt  Ihm  ,s'oiilh\ 

; 

J'M. 

F.Smit/i.lufiit.'iS'.fk' 
rnt^ii'raU' 

t 

rinon 

,//>V.SV/7,^<VV/.'4,,V      /. 

1 

■' 

S7    ff  Sot 

1 

fc 

1 
t 
Ifoon 

Noon 

t 

J 

r. 

A.  M. 

SS  SJ 

9 

I'l 

i 

ro 

• 
1 __ 

M.i:w/oXXir 

!■ 

i 

I.  XXMla.WbrH:        / 

■ 

■Ihtrm  u.ie  y  tUr!      j  ■  ( -/r.Or.  MO' aKIli' 

\  RK>t\RKS.  <    (lljtitnly moxasL 

Correitidiis.  y  \Jf).  VU  a  riouil  b  be  sem . 


-  e-f^^yr-i^^  tY'-v^'fY^jv 


'^^fY-f-e^ 


^^A.^<    ~f^f>^<  ^■a^'^  .£2^i f^yif^'C-e^ 


,^/y/,f^f^t 


!'/<5«?/ 


■^.^^^^/fe.y^^e•  ■^eV  yy^Yrr-ij.      ■  :^f  ^f^  t^-rot 


Hon 

lATITUDK 

LONGITL'DE 

1 

r.Ai!i)>ir.Tw.  1  •nii.r.siii 

FIMIM 

1    I'iVOl' 

FOlVA 
KAIXB 

MAr.M.TK 
UaUATlON 
OlS.SJ-.KVfl) 

WINDS 

>irecUan 

Kau- 

Heiglu 

1 

Wair 

0F<I.<.ll,5           j^Wjtj^ 

l)u*«^r(ic«i 

Rate 

Jfoon 

1- 

12 
8 

//    //  O 
J?Jl 

^■2  2ffQ 

BM. 
AM 

AJf. 

ov  /s  O 

* 

- 
6:1  61^1  r/ire 

ruu/nn. 

• 

'/ 

r/ 

// 

OS 
(,'4 

<7/*/  /^^/«  cf.n: 

moon 
Aurora,  /mf  nry 

Oinijfoi/iy  to  l/ic 
itiroii  /inn  l/n  ITAl 

(iini  //oiiitf  bjf/if 
Sii/i  /ro/ii  flic  firs/ 

t) 
a 

o 

o 

f! 

S 

/O 
f>rilli< 
/ 

O 
n 

o 

i: 

,1 

LXXKb'.yM: 

aili'i 

4,. 

,//   iit/i/l 

1         1  4 

:             i 

!    •' 
Kooii ;  1  ^ 

i..u:^'']i: 

Do 

/ 

• 

3 

i 

/'«.'.'>;/(" 

/ 

~^ — 

'Noon 

9 

12 

5 
9 

12 

8 
4 

9 

12 
3 
6 
4 

9 

12 

3 
8 
1 

9 

12 

3 

8 
4 

9 

VI 

fl 

8 

4 

9 

12 
8 

Miisir/ojrtv/ 

.1  7/ 'J.7/.A  ;■<///// 

/ 

f,.ai/rii  x.vjr 
iiii/ii  /oiiwir 

Noou 

/•:iu:ii:/oiiM.i: 

,s-livill/ 

f 

1 

lit 

.u.xir/{i-iy.r'^,\'.<', 

NOQII 

Lll'ciftiit^'iicra/i- 

>foon 

jortr  ii:sii://y/// 
sir/,h,ii' 

K^oon 

fs 

JfJe//i/i  iS'/:/u//i/ 

^oon 

.1 

r,.sfoS.u:ff(//i/ 

X.F,  rtii'tlcrittf 

i 

//azv 

1 

=i 



/^///       ^^ /  /'f-  //>  <^y       /<-  ■         I  r  //'  r  /><//'  ^  /^S,^   / 


Th.Tiii  IIS,- yi'uhr'  I  '  \'-mn'.skr  anur 

I  BEM.U!KS.  j  Ofjitinlr  onnuM 

Orredwns  j  ■  'MJiita  litidtuhfuen- 


r'r^^r'^y/ 


/ 


y^^  c/    ff  if  t' ^f  ^    ifY^^j- fiCiy^rr/    'r<eX'/'fy/y    //f^'  ^//^^wy^^     ^^^ /'.ir  ,,ry    /■  y, /^,    ^^       ^/r  ''■j/fi' fy 
/fer//'y    /^Xi'.//.    '^Xrrf     —-^^Ti^^f't    A<f>/  ■//I'f.f/y     /■///,' ry^^  /fV/Zr/r  y/ry-^  .^ //'^'fr^At^t-A/r:t 


yf.'f/i' f/-ffJ<A    ('y/y^Ar":  r-eAiyy    y^   A/yf.y/^yyryyyf..''/  y'>y/.Jr-yy-yAyfyy/y     ryy    ^ry^-.     /  r'^y/'A/  r-i  ^ — 

yefyff/ff  -..r'.'c^ay/     ^yyy^'fAAy      ^  //frr//fy  y     ///r  y^.jr/  y^  / .         r  r^y/  l/.jy  A  /.^/ryyy  y-f 

■ -fi:ieiy^A^-    ■     t:f/-ty'y/Ayiy^yfyyyAfyyy^A^^j/fy>'f'rl'/f'A/    yyf>/ryy/    ;> /■////  A/ y^yy-y.   yyfyf^A/'^.-*e-*'c 
^/yt-fryAAe-yAjA/'r'-i'f'   ^^A  A/ I'ey.'i.J ,    Ane'  -'AAfr/f    A'rf->  yyt  yyyAr'    y/y,   yyyyyr-     //  (:j//yyy  /'A/yyyyA/'/- 
yr^yy,/ti^e'^€yytrA,^A/^y^eyicei>,^y^€/'e'   <ye/'^ffyy.  -  ja^  /Af r > fAe^/ y    yyyy/    eyy-rAf'yycyAAr',A'<Ayf/'f     , 
AA/ee'^,A^i>tyrAa*i,fi^*^'^/-*r^i^'«snrfyArrf.AAe-f,c-    yyy/yA   ;'(-yAyyti-    y.yf    ^Ayt^  S^et&r^^i ~j:>AyfAj  . 


C,<'y;cr'yi^::f'~f-y^-eyyAfy^yaAy   yyy^/y"'''''        ^y     yyy  yyyyyf'  ^y^y  .j  .     ^  A/       ^>yyy/y.y^      A  Ay, 
■f'i^/<A  yyy yyff  ^yyyArAyyyAy  y^'^-'^'   • 
^f'yy//eff^.y  .     /Or>"  '  //^ ri'.-^i  ^'''>^ 
fitAyf"''^''^     '^.^^^/yfC->y<'cAAic'~^yy>fryy/^    A    .,<  A  SA'^/'AA. 


.r/^  ,9'A/rAA.  A/l'^     fA^A^/</Afyyy,f.yyyyArAyyyAyy'^'yyy,    ,     /  ^r"  .^/yyA',>'.6yfAyyy',yyA^.r^AA- 

/yAj.       Kfyff,J.y::,Ay  'n-r'Ayy/t^y^.J  .     r    Ay^  '  // .    ri'y   yyy'yf.y.-^*yf<-  AAA/'//.^S-Ayi,^yyyyyf 
f  jr  ^  .  .  yy 


Dalfl. 

Ml] 

HOUD 

LATItCBE 

LONGITUDE 

LLBKr.xrs. 

B.\l!(I.MiVlT,r.. 

TllElS.Mi; 

FORM 

JCSXl  DniECTIO>- 

01'  f  LflfDS. 

'IT,  OP 
HE 

CLFan. 

OF 
KOr,A 
R.\IS  71. 

ssow  c. 

HAIL  U 

M.\ii.NF;rir 
v.viJLvri.a 

ORSEIOFJ) 

WLM'.S. 

Dnvrtinn 

r.jio 

Bci()ht 

te 

Air 

^Satr 

Bireciiiin. 

Kaie 

^oon 
Jfoon 

r 

3 
6 

12 

3 
8 
4 

9 

12 

3 
1 

9 
12 

3 

8 
4 

9 

12 

3 

8 
4 

9 

12 

5 
8 
4 

9 

12 
3 
8 
4 

9 

12 

3 

8 
4 

9 

12 

3 

8 
4 

9 

12 

3 
8 

J?JI. 

('.S  //    G 

1 . 

30  Hee  04 

64 

6/ 

• 
Jf/ S2 /allutm.1  rrtitfl 

f/azj- 

./ 

/■:jrKjoxmnu/7,/ 

W.  allium 
4/  U<?) 

6-g  /if  c\ 

.4 

MjafW/itiiit 

lirrfiat 

1 

7v 

/{iii/f             1 

30  P.M. 

6S"S  c 

1 

S 

A 

Air/// 

^oou 

\ 

2i)  ■■'■•-«,,: 

(il 

y  Mn\ 

/ 

A  n.'.  vu."'/i]fr,fff 

30"»«> 

// 

* 

Noon 

SMVtrt/i/  i\//f//t'/ 

40'3SJl/f. 

WiW,//.' 

3oon 

I..SJM.F.X/:,uwf 

c„^,.v,//./.tt.!  1.*;      i 

Nooa 
Noou 

Jfoon 

Noon 

/<  /// 


1^ / ' r /x <- ^'i^-^^-'  c:5^>>^^ '    ^^/r >/ ,  A fyy 


r/u-,- ...  „..■  yjudr'    I  1  ■  J-i!'>i'  shY  (i.niJ! 


\ 


,>////■' fy//  .   .   y//   y-^f)' yf  ^yf-yy*.'.   f-rrr.^.yf   .^t-r  /^  ^y .    yfyrr^t/'-^  ,yyf/f/,'   /('  //yifrf   y/rri^^y'i^t/.'y'fy 
■^//■■i'ff'fffry. 


■J^.  ,^fy..it^: /trf  l/^.-y^yty^^u.'yy'f  r/,y .  y  i^e>■y/^^^  /^^-^^  ^''.     ty^^.^c,y*y:.^i.e^fif'f^/y-  ^eft/^-€!eieyn 

S^^-6^^^^^!^^yy^^-Cyi/P 

^'y^■i.yt/  ^yt    y/i^  //f  <■  ^  y'  f  ffy-    yy^^^^y^^  y/yy^ yrX't  i^^t'ery    efy-^yyff-        y-  'Vy 


"S— - 


»! 


a& 


BRARY   OF  THE    UNIVERSITY   OF   CALIFORNU         LIBRARY   OF   THE    UNIVERSITY  OF   CALIFORNIA  LIBRARY   OF  THE   UNIVERSITY   OF   CALIFOI 


GE^ERAL  LIBRARY 
UNIVERSITY  OF  CALIFORNIA— BERKELEY 

RETURN  TO  DESK  FROM  WHICH  BORROWED 

This  book  is  due  on  the  last  date  stamped  below,  or  on  the 

date  to  which  renewed. 

Renewed  books  are  subject  to  inunediate  recall. 

REC^D  LD 


RARY   OF   THE    UNIVERSITY 


8Apr'58GR 


f^^v  ^5^Wp   REC'D  LD 

WcC  L)  LD 


RARY    OF   THE    UNIVERSITY 


AUG 


k^65-rpiii^^^cXm  i:^^ 


IB RARY 
LOAN 

OCT  J  .1.  19B5 


^^3v5^^a 


CiiiCUUIION  D5FT. 


I         lUN  16  1990       ""   "f  ^"^   UNIVERSITY   OF   GALIFOR 


TNTER- LIB  RARY 
LOAN 

NOI/2  2'g4.4P|||       FEBl    1971 


iiinmisc  AUG  2  7i990j 
JUN  1  8  2009 


miW^ 


LD  21-100ml,'54(18&7sl6)476 


^^^^^^g 


<S       AUGZl 


o\ 


/TO 


I 


lY   BF  THE   UNIVERSITY  OF   CALIFORI 


i   UNIVERSITY  Of  CALIFORNU 


I    . ,.  i^   I  / 


LIBRARY   OF  THE   UNIVERSITY  OF   CALIFORNIIi 


f 


l'y> 


-ry 


Q  •= 


^ 


LIBRARY   OF  THE   UNIVERSITY  OF  CALIFORNIA 


I  iim  I  ii 


^g<X^^^| 


'  1 1 


\ 


# 


UNIVERSITY   OF    CtLIFORNIi 


LIBRARY   OF  THE   UNIVERSITY  OF   CALIFORNIA 


LIBRARY   OF  THE   UNIVERSITY  OF   CALIFORNIA  LIBRARY 


UNIVERSITY  OF   CALIFORNIA 


LIBRARY   OF  THE   UNIVERSITY   OF   CALIFORNIA 


/L 


y 


^5 


^ 


LIBRARt   OF  THE   UNIVERSITY   OF   CALIFORNIA 


LIBRAR) 


I 


a 


&- 


S^ 


^        CO 


/^ 


-^ 


